Inside Motorcycles - Volume 26, Issue 02

TESTED: 2023 ROYAL ENFIELD HUNTER 350

INSIDE TOURING: BRITISH COLUMBIA’S SHUSWAP REGION

RAPID CLASSICS: ROBERTO GALLINA’S 800 SUPERMONO

CUSTOM BUILD: MCCORMICK’S CB350

INDUSTRY NEWS, TECH TIPS AND MORE

BANG FOR YOUR BUCK

CFMOTO 700 CL-X SPORT

2023 KAWASAKI NINJA ZX-4RR

On the Cover: Kawasaki captured the attention of the motorcycle industry with the introduction of the 2023 Ninja ZX-4RR. With a 399 cc inline four-cylinder engine, this latest addition to the brand’s Supersport family is destined to make headlines. Inside Motorcycle’s on-track test can be found starting on page 22.

Cover Design: Dawn McClintock

Main Photo: Anett Meszaros

Inset Photo: Ben Quinn

Facebook Instagram

Photo: Royal Enfield North America

ZOOM

RACING IN THE RAIN

Weather has been a dominant factor in the first two rounds of the 2023 Bridgestone CSBK season forcing racers, including current series points leader Alex Dumas (No. 23), to contend with Mother Nature as an additional competitor lining up alongside them on the starting line. As the series heads east for round 3, July 20 to 23 at Atlantic Motorsport Park in Shubenacadie, NS, here’s hoping that racers and fans alike will be greeted by sunny skies.

PHOTO BY DAMIAN PEREIRA.

BY PATRICK LAMBIE

Seat time

When it comes to improving your riding, all the class time, coaching, modifications to your motorcycle and the best of intentions are going to fall short if you aren’t willing to put in the seat time. This was the conclusion that a group of people I work with at the track came to the other evening while contemplating the upcoming track day season.

While this probably seems like a pretty obvious statement, we agreed that it seems to apply to a lot of motorcyclists. Working for a track day provider, we have all seen a wide variety of riders, motorcycles and skill levels. We have also seen riders who make dramatic advancements in their riding over the course of a season, while others remain at their status quo or, in some cases, even slip a little.

As this discussion continued, we came to the consensus that a major factor – and possibly the deciding factor – is indeed seat time. But this means real seat time, not just spinning laps. It requires starting out with a clear goal and putting in the time and effort required to reach it.

It means focusing on one section of track, or one element of your riding style, and practising it over and over until you have right. And then – and only then – moving on to focus on the next item.

No, it’s not easy, and some may find it boring or even frustrating. Hard work isn’t always fun, but the end result – when you nail an elusive apex or get a perfect drive out a corner – will be worth it.

Reflecting on this conversation the following day, I realized that seat time serves as a perfect analogy for overcoming the obstacles and capitalizing on the opportunities that we encounter every day, both on and off a motorcycle.

In the case of IM’s Brett McCormick, it was a willingness to put in the time and learn new skills that resulted in the one-of-a-kind CB350 custom build that is featured in this issue starting on page 40. Talking to Brett at various stages throughout this project, his focus and determination to not only see his vision turned into reality but to also do as much of the work as possible on his own was both inspiring and a clear reflection of the mindset that made him one of the most successful road racers in Canadian history.

Seat time extends to companies and organizations, as well. While their seat time may also be both literal and figurative, the teams behind the creation of the three motorcycles featured in this issue definitely put it in. Whether it’s Kawasaki’s creation of the small displacement inline four-cylinder Supersport machine that has captured the attention of the entire motorcycle industry, Royal Enfield’s willingness to push the envelope in search of the elusive new-rider, or CFMoto’s delivery of value-packed motorcycle at an entry level price, the amount of effort, focus and vision is obvious.

Seat time is also evident in this publication. The talented team of writers, photographers and designers – as well the individuals working behind the scenes to make sure that business requirements are taken care of – have each spent years developing their skills while keeping up with the latest technology and trends.

On behalf of the entire Inside Motorcycles team, I hope you enjoy this issue and invite your feedback on what you would like to read about next. IM

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CONTRIBUTORS

Graham Clayton, Lee Martin, Dawn McClintock, Brett McCormick, Suzanne Pelletier, Bruce Thomas, Shelby Turner, Todd Vallee.

PHOTOGRAPHERS

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KTM and Husqvarna 2024 Enduro Lineups

The enduro market has received some serious advancements with the introduction of KTM and Husqvarna’s 2024 lineups.

At KTM, an all-new frame anchors the company’s 2024 enduro family, offering improved rider feedback, energy absorption and stability. Up front a new 48 mm WP Xact closed cartridge spring fork combines with a WP Xplor PDS rear shock to provide suspension that is adjustable for compression and rebound on both ends without the use of tools. The rear shock is also adjustable for preload.

All of the 2024 KTM enduro models receive updated bodywork as well as a new lightweight two-piece subframe with all the electronic components integrated into it.

For 2024 the KTM two-stroke enduro lineup will include the 150 XC-W, 250 XC-W and 300 XC-W, each of which will benefit from the smooth power delivery provided by the company’s new Throttle Body Injection (TBI) technology.

The four-stroke models will feature two dual sport models (350 EXC-F and 500 EXC-F) as well as the competition focused 450 XCF-W, with the 450 XCF-W offering optional traction control as well as a quick shifter to accommodate clutchless, full-throttle upshifts from second through sixth gears.

While it should come as no surprise that the features of the 2024 Husqvarna lineup are a close reflection of the models unveiled by KTM, there are some unique features on the Husqvarna models including the new Braktec braking setup that is throughout the brand’s enduro stable, not to mention the Swedish inspired colour scheme that adorns the updated bodywork.

The 2024 Husqvarna lineup includes the TE 150, TE 250 and TE 300 two-stroke models along with the FE 350 and FE 501 dual sport four-strokers and the race ready FE 450. Consistent with the KTM fourstrokes, the updated 2024 engines in the Husqvarna models have been rotated two degrees backwards to centralize mass, reduce squatting and improve traction.

Visit www.ktm.com/en-ca and www.husqvarna-motorcycles.com/en-ca for complete details including pricing and availability. IM

Harley-Davidson 2023 CVO Models

Harley-Davidson has released details of the 2023 CVO Street Glide and CVO Road Glide models that are slated to make their debut at the company’s Homecoming Festival in Milwaukee in mid-July. While both models receive updated paint, fuel tank and saddle bags as well as fairings with integrated LED lighting, the big news is the arrival of the V-Twin Milwaukee-Eight VVT 121 engine, which assumes the title of being the largest motor available in a production motorcycle from H-D. In another first for these two CVO models, selectable ride modes (Road, Sport and Rain) will control levels of power delivery, engine braking, ABS braking and traction control.

Both models will feature high-performance Showa suspension setups providing a claimed 50 percent increase in rear suspension travel compared to previous CVO models. Compared to their outgoing counterparts, dry weights have been reduced by 14 kg (31 lb) for the CVO Street Glide and 16 kg (35 lb) for the CVO Road Glide. Braking on both models utilizes premium components from Brembo.

These new CVO models will feature an all-new infotainment system from Skyline OS, centred around a 12.3-inch full colour TFT touch screen display which replaces all analog instrumentation as well as the majority of switches. Audio supplied by a Rockford Fosgate Stage II four speaker audio system will be powered by a 500-watt amplifier.

Pricing for the 2023 Harley-Davidson CVO Road Glide starts at $54,299 and the 2023 CVO Street Glide has a starting MSRP of $52,399. Visit www.harley-davidson.com/ca for more details. IM

KTM’S 2024 450 XCF in action. PHOTO COURTESY KTM CANADA, INC.

2024 Husqvarna FE 450.

PHOTO COURTESY HUSQVARNA MOTORCYCLES CANADA.

Harley-Davidson’s 2023 CVO models will break cover in July.

PHOTO COURTESY OF HARLEY-DAVIDSON CANADA.

2024 Kawasaki Eliminator

Getting a jump on their 2024 model year roll out, Kawasaki has introduced the Eliminator as an all-new point-of-entry cruiser.

Powered by a purpose-built 451 cc parallel-twin engine that has been tuned to provide a linear powerband from low end torque up to highway capable speeds, the Eliminator also features a sixspeed transmission paired with an assist and slipper clutch. Constructed around a trellis frame, the Eliminator’s chassis incorporates a 41 mm telescopic fork up front and dual rear shocks. Braking is provided by a single 210 mm disc on the 18-inch front wheel and an 240 mm disc on the 16-inch rear wheel.

A low 735 mm (29.8 in) seat height combined with an upright riding position promotes ease of handling while also retaining overall design elements of the original Eliminator models of the late 1900s and early 2000s.

The base model 2024 Kawasaki Eliminator has an $8,199 MSRP while the SE version, which includes a headlight cowl as well as special edition paint and seat, will retail for $8,499.

Visit www.kawasaki .ca/en-ca for more information. IM

BMW Motorrad ADV-X

The BMW GS lineup has long been a part of adventure riding folklore, having navigated over and across literally every type of surface on the planet at one time or another. Building on this reputation, BMW Motorrad Canada has announced the launch of its inaugural Canadian adventure motorcycle tour.

Departing Vancouver, BC on September 10, participants will ride towards Kamloops and the nearby Sun Peaks Resort where they will spend the next three days riding off-road loops working with BMW Motorrad off-road certified instructors from across Canada. The tour will conclude in Langley at High Road Motorsports wrapping up nearly 1,900 kilometres of adventure riding.

In addition to all meals and five nights accommodation, participants in the ADV-X tour will have the benefit of BMW technical support, emergency tire service and medical support as well as luggage service and support vehicles. More information can be found online at www.advx.ca. IM

Kawasaki’s all-new 2024 Eliminator.

PHOTO COURTESY OF CANADIAN KAWASAKI MOTORS.

BMW Motorrad’s ADV-X Tour kicks of on September 10 in British Columbia.

PHOTO COURTESY OF BMW PRESSCLUB CANADA.

2023 Canadian Motorcycle Hall of Fame Inductees

Established in 2006, the Canadian Motorcycle Hall of Fame (CMHoF) recognizes the contributions of individuals and organizations to motorcycling in Canada.

The following individuals will be inducted into the CMHoF as members of the class of 2023 when the motorcycle community gathers for the Induction Banquet and Reunion on November 4 at the Meadowvale Hilton in Mississauga, ON.

Competitors: Jordan Szoke, Greg Williams

Contributors: Colin Fraser, Dave Lloyd, Bill Jamieson

Competitor/Contributors: Bob Fisher, Dave McLean

In addition the following awards will be presented:

Bar and Hedy Hodgson Award: Can-Am

Ambassador Award: Chris Ellis, Bob Ramsay

Congratulations to the CMHoF Class of 2023!

Visit www.canmoto.ca to learn more about the CMHoF and its inductees and award winners as well as information regarding tickets for the annual banquet.IM

Greetings from the Road Scholar

Enjoyed Brett McCormick’s recent column about checking the easy stuff first. Had to laugh... years ago when I was working at Scotiabank in downtown Toronto and riding to work (suit, tie, and all) the bike started having starter problems; intermittently it wouldn’t start, had to push start it. Fun in a suit... So I dropped it off at a shop on the way home and asked them to check it out. Got a call at 8:30 the next morning. The negative battery bolt had vibrated out and the cable was intermittently touching the battery.

Had a long time living that one down. Cheers.

Larry Tate, Road Scholar Emeritus IM

The July/August 2013 issue of Inside Motorcycles saw the unveiling of Ducati’s new-for-2013 Hyperstrada, extending the company’s Strada touring lineup, which already included the Multistrada as well as the then all-new Diavel Strada.

CSBK action was well underway in the summer of 2013, following the season opening round at Shannonville Motorsport Park where Jordan Szoke picked up the win in the feature Superbike class. For 2023, CSBK returns to SMP for the first time since 2019, opening and closing this year’s season.

With the ISDE competition scheduled for Sardegna, Italy in the fall of 2013, preparations were well underway and a special Team Canada insert highlighted the 2013 team along with a complete history of the teams that had represented the country since its first appearance in 1967. A look through the 2013 team yields a familiar face in the person of IM’s current off-road editor Mark Dzikowski who was preparing for his second ISDE appearance.

For 2023 Canada continues on the world stage with a Women’s Trophy Team as well as the Men’s Trophy Team which will see Philippe Chaine, Tyler Medaglia and Jared Stock team up with Owen McKill. The fact that Chaine, Medaglia and Stock were all members of the 2013 Junior Trophy team is a testament to the Canada’s ability to develop enduro talent. IM

Canadian Motorcycle Hall of Fame members at the Bridgestone CSBK event in Grand Bend (L to R): Gary McKinnon (class of 2016), Toni Sharpless (2011), Steve Beattie (2017), Clive Ng-A-Kien (2019), and 2023 CSBK inductees, 14-time champion Jordan Szoke and founder Colin Fraser. PHOTO ROB O’BRIEN/CSBK.

Shoei X-Fifteen Helmet

By Patrick Lambie

With the arrival of the much-heralded X-Fifteen from Shoei, the obvious question of how you improve upon the previous X-Fourteen model arises. The number of times that the X-Fourteen has accompanied Marc Marquez on his adventures off of the track and into the gravel trap serves as proof that this helmet will be hard to beat, but the design team at Shoei still has some tricks up their collective sleeves.

Starting with the overall shell design, Shoei claims that revised aerodynamics provide a six percent reduction in drag and 1.6 percent less lift compared to the previous model. While this impact may only be noticeable to the most experienced racers at the track, the revised face shield opening, which provides improved visibility when riding in a full tuck position as well as wider peripheral vision, will be welcomed by all. The face shield also receives an improved two-stage locking system that is easy to operate with gloves on and keeps the shield firmly in place at speed as well as in the event of a crash.

The shield which accommodates the insertion of a Pinlock lens also includes tearaway buttons. Switching the clear shield out for a tinted version in anticipation of a sunny track day proved to be a simple task taking less than two minutes.

The X-Fifteen features updated ventilation with three intakes and exhaust ports on the top and two on the chin, which feed air into a revised cheek pad cooling system. The opening for an optional hydration hose can also be used to increase the volume of air flowing through the chin. Riding a full day on the track confirmed that the X-Fifteen has one of the best ventilation systems I have experienced, keeping the face shield clear in the cool morning and my head cool in the afternoon heat.

Four shell sizes accommodate the range of XS to XXXL. The X-Fifteen felt very natural on my head which is typically described as being medium oval shape. As an added benefit, the fit of the helmet can be customized thanks to the addition of new pocket pads that hold separate removable layers of foam.

Whether you ride on the track or the street the X-Fifteen represents the opportunity to enjoy the pinnacle of Shoei development and design. The fact that the helmet has been certified by each of Snell, DOT and ECE 22.06 speaks volumes as to the quality of the protection the X-Fifteen delivers.

Of course, top shelf products are accompanied by top shelf prices and the X-Fifteen is no different, with pricing starting at $1,239.99 for solid colours and $1,469.99 for graphic models. Visit www.motovan.com for complete details. IM

Racer 1927 Ronin Motorcycle Gloves

Pros

– Industry-leading protection

– Excellent ventilation

Cons

– This level of quality and innovation comes at a cost

By Patrick Lambie

I have to admit to not being familiar with the Racer 1927 brand before they approached Inside Motorcycles offering up a pair of their Ronin model gloves for a test. As the company’s name suggests, it has been making gloves for almost a century, but its foray into Canada is just a few years old.

Described as a warm-weather glove, the Ronin features 3D mesh on the top of the hand and fingers, with goat leather protecting wrists, palms and fingertips. As an added bonus the gloves incorporate D3O-constructed pads for additional protection in the metacarpal area.

Straight of the box, the Ronin gloves were an accurate fit and exceptionally comfortable with elasticized wrists keeping them in place. While it may seem simplistic, the inclusion of a pull tab to assist with pulling on the gloves was a welcome feature.

During a recent full day ride, which included a variety of temperatures, I was very pleased, and a little surprised to discover that the Ronin gloves were versatile enough to accommodate the transition from cool to warm that can occur on early summer mornings.

With a $99.99 MSRP, Racer 1927 Ronin gloves are an exceptional option for summer street riding. Available in seven different colours and in sizes S to XXXL.

Visit www.racer1927.com for more information including the complete lineup of Racer 1927 products. IM

Pros

– Well constructed with premium materials

– $99.99 MSRP

Cons

– Relatively new to Canada with a limited dealer network

Sprint Enduro arrives in Alberta

With spring upon us, and majority of the motorsport seasons already in full swing, I’ve got some “On the Pipe” fever, and the only cure is more racing. I love all kinds of motorcycle racing but have a big soft spot for one kind of offroad competition and that is enduro. Some people might confuse enduro racing with hare scramble and cross-country formats, but they are not the same.

I mostly raced local hare scrambles and cross-country races during my competition years but was lucky enough to go to Europe a couple of times and absolutely fell in love with the European enduro racing format. For those that are unfamiliar with this form of competition, it involves timed sections named tests (cross tests, enduro tests and extreme tests) where you try to go as fast as humanly possible. These tests are then linked by transfer sections that are not timed but have to be ridden in a timely fashion in order to arrive at the next test on time. This format is used for the Enduro World Championship series and of course the International Six Days Enduro or ISDE for short. Historically, this format has not been

widely adopted in North America and this is reflected in the absence of high calibre North American riders in the world championships or the ISDE over the years.

Things began to change in early 2010s when United States started sending strong teams to the ISDE and under the management of Antti Kallonen, began a proper training regimen for this specific format. But neither the US nor Canada had a dedicated national racing series that embraced the Euro version that would simulate European enduro with proper competition. Yes, there were attempts to create a national series in Canada, dubbed World Enduro Canada or WEC, but unfortunately, it only ran for a few years in late 2000s before fading away. The problem is that, setting up proper enduro races takes a lot of volunteer hours and a lot of money as well as permits, land use agreements, etc. Race enthusiasts and promoters in the United States figured out a way to get around a few of those hurdles. They came up with the Full Gas Sprint Enduro series which takes out the transfer sections between the tests, that usually eat up a lot of real estate, and only do the timed tests back to back. Lowest cumulative time at the end of all tests wins the race. This format gained a lot of popularity and became a cornerstone series for prospective ISDE participants in the US. There was no series like that in Canada though. I told myself that if I ever won the lottery, no joke, I would set up

a national sprint enduro series here in Canada. Well, to my surprise, this exact series, alas local only to Alberta so far, popped up in my social media feed a few months ago and is a brainchild of MX-to-enduro convert Jared Stock. Stock is now a veteran of the enduro scene, who participated in five ISDEs over the last decade and was part of the best Canadian finish at the ISDE in 2019 where the team ended up seventh overall and won the Watling Trophy for most improved/best performance team. He is very passionate about the sport of enduro and he was also desperate for a sprint enduro type series in the Great White North, so he created it from scratch with the help of his girlfriend and others.

With the first round already in the books as I write this, the feedback is trickling in over social media and it is overwhelmingly positive. Many of the 50 riders that lined up for the inaugural race, told Stock that it was the most fun they had racing in a long time. With nine rounds planned for this year, all on private land I might add, Stock and his army of volunteers are setting sights on a full national series in the near future. With other ISDE veterans like Phillippe Chaine in Quebec and the FMSQ joining the fray, as well as riders in Manitoba starting to inquire and putting on sprint enduro events, this might become a reality sooner than later. Stock is also thinking of throwing a real enduro round or two in the future which would give the competitors a great taster of the real thing and perhaps encourage more young riders to go into the discipline and represent Canada at future ISDEs, European enduro series or US enduros.

So, my dream has finally come true about having a sprint enduro series in Canada and I didn’t even have to win the lottery. Thanks Jared and good luck. I really hope the series not only succeeds locally but grows into the national series it deserves to be. For more info on the S.O.R Enduro Series, go check out their website at https://sorenduroracing.com. IM

Owen McKill wins Day 2 of Round 1 of the S.O.R Sprint Enduro series.

PHOTO BY CHRIS GROSENICK/GRIZZMOTOPHOTO.

1301 CC OF DISTANCEDEVOURING THRUST

The new KTM 1290 SUPER DUKE GT is the long-distance BEAST. Its dark V-twin core is amplified by long distance comfort and an elevated fuel range. Engineered to feed your insatiable appetite for hunting down distant roads to slay all day long.

SEE MORE AT KTM.COM

Older and wiser

Checking life’s rear-view mirror gets more interesting every day that passes. With experience comes wisdom, and with wisdom comes better experiences. We’ve all been given the line, “You’ll understand when you’re older,” and we don’t understand some things until we are in fact older. I’ve lived what feels like three or four lives already, and I’m a relatively young man at 31 years old. Regardless of how a scenario plays out, there’s always a lesson to be found in it, and something to look back on. I truly believe everything happens for a reason, helping build you into the person you are today.

Throughout my life, there are so many moments that could have been approached differently. Obviously, it’s easy to look back now and have all the answers, but if I had all the answers in the moment, I would be a boring robot without any character. My parents did an incredible job of keeping things in perspective and sharing wisdom where they knew it would help me, but even with guidance a person still learns some things the hard way.

Being around motorcycles my whole life

has been a blessing. Most of my fondest memories and lessons include bikes and wouldn’t be possible to pull from other aspects of life. I think it has a lot to do with how much is on the line, and how dangerous the sport is. Racing is a team sport in some respects, because without a crew behind you it’s improbable you will have any success, but the actual riding activity is completely solo, so there is a different pressure on the athlete compared to stick-andball team sports. There’s not a lot you can compare to the pressure of a gate dropping or lights going out, and there only being one winner at the end of the race. Not to mention, make a mistake and there’s a high probability it comes with a hospital trip.

I remember getting so nervous as a kid motocross racing that I wouldn’t even want to race, but my dad knew as soon as the race started, I loved the activity. He never forced me to race, but he always had the right words encouraging me to the line. I’ve improved with this over time, but to this day there are still moments where my nerves get the best of me. Nerves can be debilitating, but if you learn how to get them to work for

you, it can be powerful. Learning to live in the moment and enjoy what’s happening right now, instead of worrying about what’s going to happen or maybe not happen in 30 minutes is priceless. This is why I love any sport, but especially motorcycle racing. Once you’re riding, there’s no time to think and all you’re left with is a pure moment with you and your bike.

If you’re reading this, odds are you’re passionate about bikes too. Maybe not a racer, but even casual riding builds so much character. Selective memory is another beautiful thing that all motorcycle riders develop, and the ability to only worry about what we can control. Most of us have broken bones, some of us worse injuries, but we still get back on the horse. Try and explain that to anyone that doesn’t love bikes, and they think we’re crazy. Maybe we are, but maybe we just have a great perspective on life. If you live worrying about negative things outside of your control, you’ll never enjoy any moment.

Is there a possibility you’re going to crash and end up at the hospital any time you throw a leg over your bike? Of course. Is there a possibility the lunch you’re going to eat today will upset your stomach and make you sick? Of course. We all still eat lunch, but we do our best to set our stomach up for success by remembering what doesn’t agree with us and learning proper food preparation. The same can be said for bikes. I know that grabbing a handful of throttle at full lean angle will probably end up with me at the hospital, so I do my best to avoid that. I also know that 75 psi isn’t a good motorcycle tire pressure. I could go on with this one for another four pages.

Motorcycles are the best, and give us all so much more than we realize in life. I’ve been shaped into the man I am today because of this awesome sport, and I hope I’m not the only one that takes time to reminisce on all their wisdom gained from two wheels. IM

Selective memory is a great tool for moving past injuries.

WE CAN ALL FEEL A DIFFERENT THRILL

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“Moments into memories” Part 1

In this article I would like to introduce two people who fall into the category of making moments into memories like the Dr. Seuss quote and continue to contribute to motorcycling: my friends Mike and Michele Bell (nickname MnM) of Bellistic Films.

I could write about their love story together as an inseparable pair since meeting in 1983 at high school, or their exploits on motorcycles to Western Continental Divide, Mexico and South America where Michele rode with broken ribs from the incident site in the Andes Mountains southwest of Mendoza to 2600 miles later in El Calafate, Argentina where she had emergency surgery for a punctured lung and convalesced, or any one of their many other adventures. Or I could write about the evolution of their videography through it all and their contributions to Canadian motorcycling. I chose the latter.

After finishing high school MnM went on to graduate college then university for civil engineering together landing a job with E.D. Roberts Professional Engineering with owner Ted Roberts who they met at the MX track. Ted was a fan of motocross and quickly became a huge part of not only their work life but also as a mentor and motocross godfather to MnM and the rest of their MX gang. Losing his father early in Mike’s life due to heart disease (inherited by Mike

carrying evidence of five heart stints) Ted became the guiding light in MnM’s life at work and at the track.

Today MnM are retired but work longer hours now than ever capturing motorcycle history on film then posting events and people on their Bellistic Films channel on YouTube. Mike describes it as “a hobby gone out of control.”

Before their hobby took over their life, it wasn’t unusual to see MnM camera-ready with their early version Lumix to capture their activities. It was a habit formed from both Mike and Michele each having a severely disabled older brother at home. Mike’s older brother Chris Bell (who got Mike into motorcycles) and Michele’s brother, Jeff Ratz, were afflicted with ALS and MS respectively. Mike says, “We would film all sorts of things to show our brothers when we got home, even if sometimes it was filming a cute waitress after asking her to say ‘hi Jeff’ into the camera. Jeff would get a kick out of that and would make reservations for us to go back to the restaurant.” This was really the start of the Bellistic videography evolution.

The duo really came into my focus through club motocross activities with the Oshawa Competition Motorcycle Club (OCMC) in the early ‘90s then in 1994 when they came out to help me, my brother Blair and Warren Thaxter at our Trail Tours & Dirt Bike School before current owner Steve Weykamp bought it in 1998.

Retired from motocross at the time, Mike was exploring the world of trail riding where he and Michele could ride together. Once they learned the

trails by helping to create many of them in the 11,000 acres of the Ganaraska Forest, we could confidently send four or five customers off to the woods with MnM, Mike leading and Michele in the sweep position, and all the customers would arrive at home base at the end of the day in one piece, happy, smiling and planning their next time to return to the school.

During that time MnM made some videos to promote the school at bike shows. These were the first video productions I saw produced from MnM. Later in 2007, Jamie and I took an adventure trip to Africa capturing it with a new Drift camera I was testing for work. MnM took the footage after we returned to create a show complete with graphics and music to entertain a group of friends and the name Bellistic Films was born.

Mike’s videography continued to evolve. On-board cameras were introduced to Mike as a teaching tool during his stint racing an Ariel Atom from 2007 to 2013. The coaches would use the footage to comment and guide the racers. Unfortunately, though, Jeff and Chris were no longer with them to enjoy the onboard footage.

Mike’s first GoPro was a borrowed one from a friend in 2009, making life a lot more animated for the pair. While in Mexico, as they rode with the Riders of the Sierra Madre (RSM) with headquarters in Ajijic south of Guadalajara, they experimented with the small action camera learning by the self-taught method of production along with filming techniques.

During rides with customers of the RSM it was the same as those early days taking pictures for Jeff and Chris. “We always take a lot of pictures and video during our rides and at the end of the day as I look over the pictures people would be looking over my shoulder, then I started showing a production at dinner.” Mike describes his pressure to get it right the first time, “When I’m riding, and I’m taking people along with me, there is a fair amount of anxiety to get the shot. You get only one moment.” IM

upon proper tire and vehicle maintenance, surface conditions, and riding habits.

DARING TO DREAM BIG

2023 Kawasaki Ninja ZX-4RR

BY PATRICK LAMBIE

Sometimes trends are made to be broken. Case in point: Kawasaki’s introduction of the all-new Ninja ZX-4RR. Now Kawasaki, and its competitors, have all been producing smaller displacement sport bikes for years, but when it comes to sub-600 cc engines, single- and twin-cylinder layouts have been the mainstays for the last several years. With the introduction of the ZX-4RR, powered by a liquid-cooled inline four-cylinder 399 cc engine, it quickly became a major topic of discussion throughout the industry elevating this new model to must-ride status.

PHOTOS BY ANETT MESZAROS AND PATRICK LAMBIE

A review of the initial specifications that accompanied the ZX4RR’s introduction confirmed that it had much more in common with the Ninja ZX-6R than the Ninja 400 that many naturally equated it to. Dual disc front brakes, traction control, selectable power modes, an up/down quick shifter and slipper / assist clutch with auto blip combined with sport bike ergonomics and adjustable suspension had track day enthusiasts everywhere jostling for position in the quickly forming lineups at their local dealer.

A call from Canadian Kawasaki Motors letting me know that a ZX-4RR demo had made its way to the western side of the country coinciding with a scheduled track day at the Rocky Mountain Motorsports road course north of Calgary set the stage for a test session worthy of the brand’s newest Supersport model. Yes, it meant a 14hour roundtrip to BC to pick the bike up as well as a return visit the following week, but it turned out to be more than worth it.

With the ZX-4RR safely off the truck and in the garage at home – no, I wasn’t prepared to ride a 400 cc sport bike all the way from BC – the first order of business was to get some seat time in before heading to the track. Fortunately, living 20 kilometres away from the foothills of the Rocky Mountains means that world class twisties reside literally on my doorstep.

Initial impressions of a motorcycle naturally start with overall looks and in the case of the Ninja ZX-4RR, it is simply stunning in its green and black Kawasaki Racing Team paint scheme and added touches such as the green pinstriping around the edge of the 17-inch wheels (120/70 front and 160/60 rear) add to the overall look. Fit and finish are top-shelf and comparable with any of the models in the company’s lineup.

While every measurement of the ZX-4RR is smaller than the company’s flagship middleweight Supersport ZX-6R, the ergonomics will feel very familiar although slightly less aggressive, with the clip-on bars being slightly raised and rear-set footpegs a little forward and lower.

Of course, the real show starts when you turn the key and thumb the start button, bringing the engine to life and allowing you to twist the throttle for the first time and experience the tight succinct growl that emanates from the four-cylinder powerplant through the stock exhaust system. It is pretty much guaranteed that a good number of these bikes are going to end up on the track with full aftermarket exhaust systems and if it sounds this good with the stock system, one can only dream about how good it will sound when it is freed up.

Before heading out, a quick run through of the ride modes on the full-colour 4.3-inch TFT screen using the toggle switch located by the left-hand grip identified that in addition to the standard-equipped Sport, Road and Rain modes, the ZX-4RR also includes an additional custom mode which allows the rider to select power deliver as well as the level of intervention from the traction control system.

Working through city traffic in the lower RPM ranges, I must admit to being a little underwhelmed. A lot of commentary has already been dedicated to the fact that the ZX-4RR on sale in Canada has been detuned to adhere to applicable noise regulation. Kawasaki

does not provide horsepower or torque specifications, but initial impressions confirm it is well below the 75 horsepower and nearly 28 ft-lb of torque the brand advertises in other parts of the world.

Outside of the city on a conveniently empty stretch of winding asphalt, the opportunity to wind the engine out highlighted that the powerband starts to build around 7,000 rpm and then really comes to life when the tachometer hits 10,000. The only downfall is that while the engine is ready to scream all the way up to its 15,000 rpm redline, the power delivery flattens out around 12,000.

The obvious step for anyone in search of the full output would be a quick flash of the ECU, but even with the reduced power output the ZX-4RR was a blast to ride and left me anxiously anticipating our scheduled date on the racetrack.

At 3.6 kilometres in length with 18 corners, the Rocky Mountain Motorsports circuit is considered by many to be among the most technically challenging courses in North America. Complete with fast sweepers, tight decreasing-radius corners, dramatic elevation changes, hard braking zones and wide-open straightaways, this track and the Ninja ZX-4RR were destined to meet.

Arriving at the track, the amount of attention this bike got before it was even off the truck, reaffirmed that this is one of the most anticipated models of 2023. While my focus for the day was testing the ZX-4RR, I was also there working as a control rider for the local track day company, which would provide the perfect opportunity to experience the motorcycle at various paces as I circulated through each of the groups.

While the ZX-4RR has quickly become a coveted prize amongst some very experienced track day riders and racers, spending time riding at the pace of the Novice group highlighted that the bike can still be the perfect entry point to life on two wheels. Even at lower rpm the engine remains smooth and with the ride mode set to Road or Rain the throttle response is manageable and forgiving

of unintended twists of the wrist. As an added benefit for new or returning riders, the 800 mm (31.5 in) seat height provides a more approachable reach to the ground than other sport bikes. The only potential challenge for inexperienced riders may be the bike’s stopping power, as the amount of initial bite from the dual front 290 mm discs is surprisingly aggressive and could definitely catch you off guard if you panic and grab a handful of brake.

While the ZX-4RR’s engine grabbed headlines when it was introduced, taking advantage of a couple of Intermediate sessions to get used to the bike at speed provided a new appreci-

Left to right: The all-new Kawasaki Ninja ZX-4RR is built around a 399 cc liquid-cooled inline four-cylinder aftermarket solution as part of unleashing the engine’s full output; suspension is fully adjustable performance-focused design; a full-colour 4.3-inch TFT display anchors the well laid-out cockpit.

ation for the overall package that Kawasaki has put together. Drawing upon key developments that have worked their way down from the company’s World Superbike program and through their flagship models, the ZX-4RR handles with precision, responding immediately to rider inputs and feeling solid, even at full lean angle. As an aside, before channelling your inner Jonathan Rea, you will want to remove the rather large feeler gauges attached to the bottom of the footpegs.

After a few sessions, the back of my mind could not ignore the bike screaming at me that it had a lot more to offer, so after a quick double-check of the pressures in the standard-equipped

Dunlop Sportmax tires, I jumped into the queue and headed out on the track with the Expert group. In fairness, there is no reasonable expectation that a 400 cc bike, no matter how well built it is, was going to be able to keep up with a group of expert riders and racers – many who were riding fully race-prepped litre bikes – but it was sure fun trying.

Despite some initial guilt of literally wringing the neck of this bike and rarely allowing the tachometer to read anything below 10,000 rpm, the combination of the screaming four-cylinder engine residing at the heart of this well thought out and put together motorcycle was simply addictive as the laps ticked by.

four-cylinder engine; the stock setup provides a pleasing exhaust note; however, track-focused riders will likely look to switch to an at the rear but limited to spring preload on the front fork; ABS braking complete with 290 mm dual front discs reflects the bike’s cockpit.

Adding to the simple joy of turning laps on the ZX-4RR is the inclusion of Kawasaki’s bi-directional quick shifter complete with auto blip. Keeping the engine within its tight powerband required a lot of shifting and this setup is truly outstanding and honestly the smoothest I have ever experienced. Paired with an assist and slipper clutch, as well as an ample 15,000 rpm redline, even the most aggressive downshifts are smooth and accelerating well past the point when the entire display becomes a flashing shift light doesn’t phase the bike at all.

It’s never a good idea to spend time looking at the speedometer when you are pushing towards the edge on the track, but admittedly temptation got the best of me, and the readout confirmed that speed was well up into the 180s. On a larger track this would likely eclipse the 200 km mark which is quite the accomplishment for a 400 cc machine. Even more impressive was how stable the ZX-4RR felt at speed despite its light 188 kg (414 lb) wet weight.

As a rider, tipping the scales at the 160 lb mark that the majority of Japanese and European manufacturers utilize as a benchmark for their stock suspension setups means that I rarely have to worry about adjustments. However, when I mentioned that the ZX-4RR was diving under braking, a couple of the experienced racers at the track suggested that this was more than just the aggressive brake setup I was attributing it to and suggested that we have a look at the suspension settings. While the rear suspension on the ZX-4RR is the same fully adjustable BFRC lite rear shock found on the ZX-10R, adjustments on the front fork are limited to spring preload. Adjusting the fork preload to its highest setting made all the difference and corrected the diving under braking; however, some riders, especially those who may want to race this model, will possibly look to upgrade the front

suspension to include further adjustability.

There has been a lot of online commentary about the price of the Ninja ZX-4RR with some pointing out that the $10,999 MSRP on the Canadian Kawasaki website is only $2,000 less than the ZX-6R and others noting that you can acquire a Ninja 400 for only seven grand. Once you actually experience the ZX4RR, neither of these comments has any relevance. Firstly, the opportunity to do a few laps on a 2022 Ninja 400 KRT Edition in back-to-back sessions with the ZX-4RR absolutely confirmed that these are two totally different motorcycles and are in no way comparable other than the fact that they are made by the same manufacturer and have similar livery. With regards to the MSRP proximity to the ZX-6R, even before throwing a leg over the ZX-4RR, the impressive list of specifications firmly establishes this newest addition to the Ninja family as a member of the Supersport lineup as opposed to the Ninja 400 that many wrongly equate it to.

For those who are concerned about the price point, there is the option to save $1,000 and acquire the Ninja ZX-4R, but you will give up some features, most notably the up/down quick shifter and adjustable suspension, which seems like a lot to give up for just $1,000, especially when you consider the positive impacts these features have on the bike’s overall performance.

With the Ninja ZX-4RR Kawasaki has hit an absolute home run, creating a high-performance small-displacement Supersport bike capable of accommodating everything that the track, or the street can throw at it. It is impossible to know with any certainty if other manufacturers serving the North American market will follow suit, but until they do, Kawasaki has created a true unicorn that is both worthy of the attention it has garnered and a spot in your garage. IM

2023 KAWASAKI NINJA ZX-4RR

PROS:

+ 400 cc inline four

+ Top-shelf Supersport machine

CONS:

- Engine is detuned for Canada

- Limited front fork adjustment

MSRP: $10,999

Colours: Lime Green/Ebony

Engine:

Liquid-cooled inline four-cylinder

Displacement: 399 cc

Bore & Stroke: 57.0 x 39.1 mm

Compression Ratio: 12.3:1

Power: n/a

Torque: n/a

Fuel Delivery: Fuel injected

Final Drive: Chain

Weight: 188 kg (414 lb), wet

Transmission: Six speed

Frame: High-tensile steel trellis

Wheelbase: 1,380 mm (54.3 in)

Seat Height: 800 mm (31.5 in)

Suspension (front): 37 mm inverted fork with spring preload adjustment

Suspension (rear):

Gas-charged shock with compression, rebound and spring preload adjustment

Tire (front): Dunlop Sportmax 120/70ZR17

Tire (rear): Dunlop Sportmax 160/60ZR17

Brakes (front): Dual 290 mm disc with radial-mount monobloc 4-piston calipers

Brakes (rear): 220 mm disc with single-piston caliper

Fuel Capacity: 15 L

NEW KID ON THE BLOCK

CFMoto 700 CL-X Sport

BY JASON THORPE

I’ve become somewhat stodgy in my old age. My brain no longer has these plastic, flexible pathways. So when I think about motorcycles, I focus on what I know, what’s always been, and – get off my lawn – what should always continue to be.

There are a set, concrete number of motorcycle manufacturers in this world, and, so my thought processes go, there’s no need for more. Then, all of a sudden, my comfortable little world is turned upside down by the invitation to test out a bike from CFMoto.

Who?

It turns out that CFMoto, based in Hangzhou, Zhejiang, China has been exporting ATVs and side-by-sides for years now, but I tend not to look in that four-wheeled direction. Heading over to CFMoto’s Canadian website, I was startled to see a whole bunch of motorcycles, all looking impressively well developed. It turns out that CFMoto, founded in 1989, is a large concern, and they’ve been producing engines for KTM since 2011.

The target of this test, the 700 CL-X Sport, is a 692 cc parallel-twin cafe racer, that’s ridiculously well-equipped considering its $9,099 price. Even more astonishing, price notwithstanding, is the bike’s five-year warranty, which, if I’m not mistaken, is a first in this industry.

I have to admit I first approached the bike with a bit of a harRumph – my arms crossed in front of me, eyebrows raised. A $10k 692 cc twin? From an ATV company? Wouldn’t it by necessity be somewhat dumbed down?

As I circled the bike prior to lift off, I began to think that perhaps I’d best reassess these preconceptions. Taking in the chunky Brembo brakes – accompanied by an honest-to-God Brembo radial-mount master – the fully adjustable KYB fork and shock, the fact that it’s got a slipper clutch… Add in the clean lines, and the lack of glommed-on wires and cables around the engine, and I got the impression that there may well be more to this bike than I’d first anticipated.

PHOTOS BY BEN QUINN

There’s plenty of thoughtful details sprinkled about the 700 CL-X. I rode off from Canadian Recreational Powersports, CFMoto’s dealership in Vaughn, ON, without really investigating the controls. I initially mistook the mode switch for the high-beam control because, well, preconceptions. A quick roadside evaluation revealed not only a switch that selects between Eco and Sport modes, but also a set of cruise control switches! The rest of the controls are fairly standard, with the horn below the turn signal, as God intended. The only part of the 700 CL-X’s controls that gave me grief was the turn signal reset, which is somewhat pointy. I cut my thumb quite severely a short while back, and it’s still somewhat tender – I suspect a touch of nerve damage – and cancelling the turn signals was a process I did not enjoy.

As is becoming the norm these days, the headlight is a dual-element LED setup, and the low beam describes a clean, crisp cutoff. The high beam isn’t world class, but it far, far outstrips the output of a conventional halogen bulb.

The riding position is classic cafe racer. The clip-ons are low and forward, which, combined with the only slightly rearset footpegs, results in a fairly tight crouch that made my iliotibial tendons sing like banjo strings. That said, the riding position isn’t nearly as inhumame as some other cafe racers of my experience. I initially looked askance at the flat, thinly padded seat, anticipating that it would work out to be an ass cruncher. Sur-

prisingly though, the 700CL-X’s saddle proved to be most comfortable. Admittedly, given the somewhat cramped ergonomics I didn’t ride the bike on any long, uninterrupted stretches, but I did not experience any such irritations.

Pillion accommodations are – to put it charitably – vestigial. The thin, small, pointy passenger saddle looks insanely uncomfortable. Further, the complete lack of a tail section made me shudder as I envisioned a passenger slipping off the back and being sucked in between the rear wheel and swingarm. The upshot here is I would not put anyone I cared about on the back of the 700 CL-X.

But who cares about passengers when you get to honk on a bike with a motor as fun as this? CFMoto claims that the 700 CLX’s 692 cc parallel twin generates 75 horsepower but it honestly feels like more. Of note here is the 8,500 rpm at which the bike outputs that 75 hp. The 700 CL-X likes to rev. At first, I didn’t notice this propensity for high rpm. The bike makes more than decent power through its midrange, so for the first day I contented myself with squirting it through the middle and shifting around 6,000 rpm.

Neutral proved somewhat hard to find while the bike was still cold, but once warmed up I had no issues. The transmission was most satisfactory – gear selection was positive, effort was reasonable and I did not discover any errant neutrals. The six gear ratios

Despite an attainable price point, the CFMoto 700 CL-X Sport is packed with features including (left to right) Brembo brakes, a solid 692 cc parallel-twin engine, digital display and selectable Sport and Eco ride modes.

are extremely well chosen. 120 km/h registered around 5,000 rpm, and at this engine speed the motor felt reasonably relaxed.

On a crisp Saturday morning I got up early to run some ramps, and with the 700 CL-X set to Sport mode, I experimentally wound the bike out coming out of a sharp left. To my complete surprise the 700 CL-X snapped out a huge packet of power and accelerated forward with a virility that far surpassed my expectations.

I’ve always thought that 100 hp is the sweet spot for a road-going motorcycle. Much more than that is wasted, as it only serves to frighten the daylights out of me because, well, I have to at least try to use it. Any less than that magic ton tends to leave me wanting, as I do enjoy being thrust forward with some vigour.

So here I was riding a bike with a milquetoast 75 hp and finding myself thoroughly entertained. Far be it for me to doubt CFMoto’s specifications, but it really feels like they’re telling a bit of a porky pie here. My seat-of-the-pants dyno registers at least ten hp more than that. The 700 CL-X supposedly redlines at just past its horsepower peak, but that feels more like a recommendation than a line-in-the-sand rule. Coming out of corners, lining up for the merging lane, I just revved the bike until it felt natural to shift. Which, I think, was a touch higher than redline. That said, not once did I hit the rev limiter. The exhaust note is restrained in volume, but full of character. It’s got that definitive parallel-twin growl, but it’s modulated with a richness, lack of strain, and feeling of sophistication that utterly charmed me.

And it’s here that I have to give credit to the 700 CL-X for sporting the best suspension I’ve experienced on a budget motorcycle. The 700 CL-X’s fork is fully adjustable – for preload, and both compression and rebound adjustment, and the shock features rebound and preload adjustments. While both ends work very well indeed, it’s the fork that really stands out.

Good suspension is a protective, enveloping luxury. Like a warm, light coat in winter, like good-quality weatherstripping on your doors. You don’t really notice suspension until you ride a bike with poor damping. Then, you hit a sharp-edged bump and you feel it, through your wrists, up your spine. But on a bike with high-quality boingers, that bump is a non-issue.

The front fork soaks up hard-edged hits with a silkiness that’s hard to top. Irregularities in general are communicated through the fork, but without the slightest hint of harshness or edge. It’s like riding on velvet.

The shock is very good also, but not quite up to the standard set by the fork. Hard impacts that barely registered on my wrists got past the damping of the shock and occasionally registered through the saddle. Still, considering the 700 CL-X’s price.

As I said earlier, the 700 CL-X coheres into a most entertaining, balanced package. The styling though is a bit eye-of-the-beholder-ish. On a number of occasions bystanders complimented me on the bike, and several riders pointed out styling details that they found visually appealing. That said, I couldn’t shake the feeling that the 700 CL-X is a bit of a conglomeration. It feels to me like CFMoto was trying just a touch too hard. The illuminated running light around the headlight felt just a bit too boy-racerish. The fake carbon-fibre shrouds around the tank cowl and radiator shrouds would have been better served, in my opinion, if they were made from a more honest, unembossed plastic. The big, chrome emblem on the tank clashed with the rest of the bike’s blacked-out metal.

But that’s just me. The 700 CL-X is an aggressive little motorcycle, and I readily admit that it’s aggressively styled, which may not be to everybody’s tastes, but – as I found out – has its admirers.

Look at it this way: If CFMoto had included heated grips with the 700 CL-X, I’d probably be cornering people at parties, poking them in the chest and insisting they purchase one of these motorcycles, whether they ride or not. Even without the heated grips and with that pointy turn-signal switch, I’m still inclined to stop strangers and ask if they’ve heard of CFMoto.

Think this through – a brand-new bike from a company that I’d previously never heard of, plonked into my lap. And said bike impressed the heck out of me. There’s a lot to unpack here. Obviously, the lack of name recognition might make the prospective purchaser somewhat wary, but CFMoto is a large company with a solid backing in motorcycle engines, and they seem to be aggressively pushing into the North American market. According to Daniel Fortin of CFMoto, the company currently has 125 dealers in Canada, of which 30 currently carry motorcycles, with more dealers planned in 2023. Fortin stated that parts are centrally stocked in their Quebec warehouse and shipped from there.

So it seems like there’s a solid backing to CFMoto, and that makes this company, and the 700 CL-X Sport, a good, solid alternative in this busy market segment. I’ll say this: if I were currently considering a middleweight naked sport bike, the 700 CL-X Sport would definitely be on my list.IM

2023 CF MOTO 700 CL-X SPORT

PROS:

+ Huge power for its displacement

+ Fantastic suspension

CONS:

- Pointy turn signal switch

- Nobody will know what it is

MSRP: $9,099.00

Colours: Nebula White, Velocity Grey

Engine: Parallel-twin, liquid-cooled

Displacement: 692 cc

Bore & Stroke: 83 x 64 mm

Compression Ratio: 11.6:1

Power: 75 hp at 8,500 rpm

Torque: 50.2 ft-lb at 6,500 rpm

Fuel Delivery: Fuel injected

Final Drive: Chain

Weight: 205 kg (452 lb), wet

Transmission: Six speed

Frame: Tubular steel

Wheelbase: 1,435 mm (56.5 in)

Seat Height: 795mm (31.3 in)

Suspension (front): 41 mm inverted KYB fork, adjustable for preload, compression and rebound damping

Suspension (rear): Single KYB shock, adjustable for preload, and rebound damping

Tire (front): 120/70 ZR 17

Tire (rear): 180/55 ZR 17

Brakes (front): Dual 320 mm discs, radial-mount calipers, ABS

Brakes (rear): Single 260 mm disc, ABS

Fuel Capacity: 13 L

READY FOR THE

2023 Royal Enfield Hunter 350

BY PATRICK LAMBIE

PHOTOS COURTESY OF ROYAL ENFIELD NORTH AMERICA

When the team at Royal Enfield was contemplating locations for the North American press launch of the all-new Hunter 350, it didn’t take long for San Diego, California to reach the top of their list. Known for warm weather, spectacular scenery and a multitude of vibrant communities, it is also home to an extensive network of bustling streets and freeways that move its 1.4 million residents and 35 million annual visitors from point A to B, making it the ideal venue to test a motorcycle specifically designed for the urban environment.

Built around the same air-/oil-cooled 349 cc single-cylinder engine as the company’s Classic 350 model, which I had ridden and reviewed last year, I was intrigued by statements in the pre-launch materials that the revised geometry of this new model was targeted at providing the manoeuvrability and agility that active urban streets demand. While the accuracy of this statement was yet to be verified, the setting of San Diego would certainly provide the requisite big city backdrop with a variety of busy streets to navigate. And, as an added benefit, southern California weather is always a treat, except as it turns out, during springtime in San Diego.

Arriving to drizzling cool weather, the Royal Enfield team member who picked me up from the airport explained that the city’s proximity to the Pacific Ocean resulted in cooler temperatures at certain times of the year that gave way to nicknames like May Gray and June Gloom, and for some reason this cooler season had arrived a few weeks earlier than normal. Fortunately, the forecast for the following day featured clear skies, which meant that my decision to leave rain gear at home would not come back to haunt me.

Looking over the Hunter 350 on display during the welcome reception and again the next morning as we prepared for the day of riding, Royal Enfield’s goal of appealing to the new rider market and creating new customers was evident. At just 181 kg (400 lb) wet weight combined with a low 790 mm (31 in) seat height and a narrow sculpted tank, the Hunter is approachable for new riders as well as those who may be in the market for a smaller second bike to commute around town. The only item that seemed out of place was the inclusion of a centre stand as it adds unnecessary weight and, given the target demographic, is unlikely to ever get used. In fairness Royal Enfield produces motorcycles for the entire world including areas where these centre stands have a higher probability of being relied upon.

The roadster styled Hunter 350 is divided into two colour variants with the base model Dapper available in three solid colours (white, ash and grey) and a $250 upgrade moving you into the two-tone Rebel lineup featuring three different combinations anchored by black, blue or red. The available graphics and colours follow closely on the trends established by last year’s Scram 411 lineup and succeed in providing a more modern feel when compared to other models in the Royal Enfield stable.

From the first moment that the Hunter 350 fired up, it was hard to believe this is same engine found in the Classic 350 and Meteor 350. From nearly inaudible at idle, the engine responds to a twist of the throttle with no hesitation or delay, erupting

into a very enjoyable and a little surprising exhaust note. The Royal Enfield team we rode with confirmed that it is indeed the same engine, but that is does benefit from updated intake and exhaust systems as well as revised tuning, all targeted at improving performance and responsiveness.

Riding around the busy downtown streets of San Diego the Hunter 350 proved to be very responsive to the increasingly aggressive twists of the wrist that this fun little bike inspired, pulling harder than one would anticipate from an engine that produces a claimed 20.2 horsepower at 6,100 rpm and 19.9 ft-lb of torque at 4,000 rpm.

Before heading onto a couple of stretches of freeway, our Royal Enfield guide reminded us that these single-cylinder powerplants are designed to be pushed to their limits and assured us that the rev limiter would keep us from inflicting any damage on the engine. The rev limiter made itself known just before the bike hit 100 km/h in third gear and around 115 km/h in fourth. It would be a fair assumption that fairly intense vibrations would accompany the upper limits of a single-cylinder engine, but the primary balancer shaft kept these sensations to a minimal level. Later in the day, a ride along a quiet stretch of highway provided the opportunity to try and find the Hunter 350’s top speed, but I wasn’t able to get to the rev limiter in fifth gear as the bike was reluctant to go beyond 120 km/h. Still, really impressive for a 349 cc engine.

Adding to the enjoyment of the riding the Hunter 350, the five-speed transmission is incredibly smooth, to the point that I sometimes needed to look at the instrument cluster to check if the bike was actually in gear when shifting from neutral to first. Throughout the day, riding both in city and highway traffic, the transmission was perfect, never missing a shift or encountering false neutrals.

There is something both nostalgic and fun about riding a single-cylinder street bike around the city and thanks to the tight

geometry of the bike’s all-new frame from Harris Performance, the Hunter turned out to be a blast to ride everywhere from crowded main streets to tight back alleys and everything in between that downtown San Diego had to offer. With a steeper 25-degree rake and shortened 1370 mm (53.9 in) wheelbase compared to the Classic 350, the Hunter offers more concise handling.

While the Hunter 350 is 100 percent targeted at asphalt surfaces, its 150.5 mm (6 in) of ground clearance did accommodate the occasional excursions through large potholes and over the edge of sidewalks and curbs assisted by 130 mm (5.1 in) of travel available from the 41 mm telescopic front fork and 102 mm (4.8 in) from the twin rear shocks. No, you can’t take the Hunter 350 out to your local motocross track, but it is more than capable for the urban world it was built for.

Despite its small frame and manageable dimensions, the Hunter did not feel small or toylike, and was quite comfortable. For my 5 ft 8 in height and 30 in inseam, the overall ergonomics were comfortable with the reach to handlebar and footpegs positioning the rider in a very natural, if ever-so-slightly forward oriented, position that made it easy to manoeuvre the motorcycle. A quick poll of some of the larger riders in our group, including one who was well over 6 ft tall, consistently yielded positive responses. As an added bonus, the one-piece seat not only adds to the overall roadster styling but also proved to be quite comfortable even after a few hours in the saddle.

Single brake discs are found on both the front and rear wheels and provide stopping power well matched to the Hunter’s performance as well as the need to stop quickly on downtown streets when cars and trucks or pedestrians unexpectedly appear in your path. The 300 mm disc at the front is paired with a twin-piston ByBre caliper while the rear gets a 270 mm disc with a single piston caliper. Dual channel ABS rounds out the Hunter 350’s braking setup and adds an additional level of security when riding on wet or dirty surfaces.

Following a morning spent in and around the downtown area, a short ride down yet another freeway brought our group to a nearby stretch of secondary highways that took us through some of the most amazing scenery as we cruised along valley floors and up twisty mountain roads. While the Hunter 350 was designed with urban settings in mind, it didn’t seem to mind one bit being wound out and thrown into some tight corners. Even as it approached its top speed of around 120 km/h the Hunter retained its solid and settled characteristics. While this top speed may be a limiting factor for riders who plan to spend the majority of their time riding on freeways and higher speed highways, it is equally capable of taking on your morning commute as well as a weekend ride through the local twisties.

The Hunter 350 is quite simply put a fun, well thought out motorcycle with an attainable price point, which will provide Royal Enfield with another opportunity to expand their presence in the all-important North American market. Taking a moment at the conclusion of our test ride, thoughts gravitated towards who this new motorcycle might appeal to. With a price point just north of $5,000 complete with a three-year unlimited mileage warranty and roadside assistance, it doesn’t take much imagination to see a wide potential and this motorcycle residing in garages of new riders, returning riders, urban commuters and even experienced riders in search of a bike that will deliver a true riding experience and look good outside the local coffee shop.

Royal Enfield continues to grow. In the company’s last fiscal year, exports of motorcycles from India exceeded 100,000 for the first time in the company’s history, with half of these destined for the Americas. The company also achieved its goal of 10,000 annual units in North America, confirming that they are gaining traction here as well. With the Hunter 350’s North American launch complete and the Royal Enfield marketing machine hard at work, it will be interesting to see if this lightweight urban commuter can deliver a heavyweight knockout punch in Canada and the US. IM

2023 ROYAL ENFIELD HUNTER 350

PROS: + A true urban solution + Engine performs beyond expectations

CONS:

- Top speed could be a limiting factor

- Get rid of the centre stand

Suggested Retail: Starting at $5,299

Colours:

Dapper White, Dapper Ash, Dapper Grey, Rebel Black, Rebel Blue, Rebel Red

Engine:

Air-/oil-cooled, single-cylinder

Displacement: 349 cc

Bore & Stroke: 72.0 x 85.8 mm

Compression Ratio: 9.5:1

Power: 20.2 hp at 6,100 rpm

Torque: 19.9 ft-lb at 4,000 rpm

Fuel Delivery: Fuel injected

Final Drive: Chain

Weight: 181 kg (400 lb), wet

Transmission: Five speed

Frame: Harris Performance-designed twin downtube spine frame

Wheelbase: 1,370 mm (53.9 in)

Seat Height: 790 mm (31.1 in)

Suspension (front): 41 mm telescopic fork

Suspension (rear): Twin rear shocks with adjustable preload

Tire (front): 110/70-17

Tire (rear): 140/70-17

Brakes (front): Single 300 mm disc with twin piston ByBre caliper

Brakes (rear): 270 mm disc with single-piston ByBre caliper

Fuel Capacity: 13 L

McCormick’s CUSTOM CB350

BY PATRICK LAMBIE PHOTOS BY PATRICK LAMBIE AND BRETT MCCORMICK

Motorcycle builds are as unique as the individuals who put in the time planning, fabricating and wrenching on them. In the case of this custom 1971 Honda CB350, the focus on a practical build that placed a priority on function and performance makes sense when considering that the man behind this creation is Brett McCormick. Yes, that Brett McCormick – 2011 CSBK Pro Superbike champion, Inside Motorcycles contributor and allaround two-wheel enthusiast.

Purchased by his dad 15 years earlier, Brett decided that the winter of 2021/2022 was the time to turn his vision for a tracker style commuter bike into reality. “I wanted to build a sweet city booter with the smallest investment possible, and wanted to do as much as possible by myself and only outsource where it made sense.” While some fans of the original CB350 may question McCormick’s decision to alter the overall styling of a 50-year-old motorcycle, pre-existing damage limited the possibility of an original restoration and opened the door for a new take on this classic Honda. While the finished product is guaranteed to grab the attention of riders and non-riders alike when McCormick takes to city streets around his hometown of Saskatoon, SK, the story behind the build lies in Brett’s determination and willingness to learn new skills rather than simply just bolting on a series of aftermarket parts or relying on others to complete the project for him.

As Brett has written about in his Inside Motorcycles “To the Limit” column, working on your own motorcycle and developing the know-how required to maintain and improve it can be a fulfilling adventure itself, so it comes as no surprise that he takes pride in having completed all aspects of this build on his own. “I did the whole job on my own. There were a few easy things and definitely some challenges.”

Among the challenges was the recreating of the rear seat hoop that was eventually spliced into the frame. “I got help from Trevor Daley of OneSpeed Chop Shop to pre-bend the seat hoop, but I did all the welding and bending to get it to look right on the bike.

“The seat was the biggest piece to take on my own. I’ve never done fibreglass work so that was wild but turned out good for the seat pan. I also designed a hidden pull mechanism to release the seat pan and I am super happy how it turned out.

“The hardest part of the build was sewing the leather seat cover and installing it. I wouldn’t recommend taking that challenge on yourself unless you’re as stubborn as me and have a ton of spare time. I hadn’t sewed anything since home economics class in high school, so that was a steep learning curve. I took my mom’s old Kenmore sewing machine home and started messing around until I felt confident enough to tackle the leatherwork.”

Combining with the slimmed down brown leather seat, a motocross bar from ProTaper as well as the removal of side panel bodywork and stock airbox all contribute to the stripped down,

raw look of the bike. Continuing with this theme, McCormick cut the front fender back to three-quarter length for a moto look and rolled the rear fender forward to expose more of the aggressive dual sport tires. Utilizing a black motocross fender as a mudguard provides protection to the areas that were exposed by the removal of the stock airbox.

Reworking the electrical was both a practical exercise as well as an opportunity to add to the minimalist visual. “I rewired most of the harness and cleaned it all up, which was beneficial because now I know every wire for troubleshooting in the future if any issues arise. I also hid the wiring in the handlebar for all the controls, which was tedious but worth it. Building my own battery box took way longer than I expected to have everything functional and fit well.” The electrical updates also include LED signal and tail lights.

Despite being built in 1971, the CB350’s parallel-twin engine ran flawlessly when the McCormicks purchased it, alleviating the need for any major attention to the engine. “Some carb issues eventually developed, but that was a good excuse to throw some Mikunis on it. I was able to source 30 mm Mikunis from Scott Cartier of Cartier Racing and they were easy to plug and play.” The addition of DNA cone filters ensures that the updated fuel system will breathe freely.

The goal of keeping the build cost effective, meant that in certain cases, such as the exhaust, the desire for custom parts gave way to more practical solutions. “I wanted a custom exhaust like the scrambler style CL350s, but it was going to cost too much, so luckily Hindle Exhaust makes an unreal out-of-the-box two-into-one for these that fit the look I wanted.” In addition to looking good, the Hindle setup brings an aggressive exhaust note that fits perfectly with the overall theme of the bike.

As an added benefit, the combination of the new Mikuni carbs and the Hindle exhaust results in a surprisingly potent power delivery, which is of course important when the bike is destined to be the daily driver of a former World Superbike racer.

Similar to the engine, the suspension was in working order, allowing the stock front fork to be retained, although the twin rear shocks were replaced with longer black body shocks, improving both the ride and the overall look. A custom licence plate bracket near the rear sprocket keeps the back of the bike clean and clear of visual obstructions.

Capping off the build is the original, untouched fuel tank, which combines with the brown leather seat in a way that would undoubtedly leave the original designers wishing they had thought of that. Looking perfectly at home parked in front of a field of wheat for our photo shoot, it is hard to imagine a better backdrop for a bike created by “The Kid” from Saskatchewan. IM

EXPLORING THE SHUSWAP

BY R. BRUCE THOMAS

The view down the Columbia River Valley from the 800 ft tall Mica Dam is awesome.

The Enderby-Mabel Lake Road (DH65) was popular with motorcyclists.

The Sunnybrae-Canoe Point Rd hugged the curvy shores of Shuswap Lake.

In late June 2022 Mary and I spent a few days riding around Penticton and visiting my cousin Howi and his wife Nan who had recently moved to West Kelowna. While we had a great time, and rode some new-to-Mary roads, it was time to move on to something different. We chose “the houseboat capital of Canada” – Sicamous. Now, this may seem like an odd destination when you’re riding a motorcycle, but there were quite a number of reasons. First, Sicamous is the place you usually ride past on the Trans-Canada Highway, so we knew of it, but had never spent any time there. Second, there are a number of Destination Highways in the region that I hadn’t ridden (DH No. - ratings for the top 185 roads in southern BC). Third, I was on a quest for steam locomotives in the summer of 2022 and there were a couple of ready targets close at hand. Fourth, it had been quite a few years since we had soaked our aches away at Crazy Creek Hot Pools Resort, which is a scant 32 km east of the town. Fifth, but far from last, Sicamous has a population of about 2,600 and Main Street is only one km in length. We would find a veritable international cuisine at the numerous restaurants along that single kilometre of roadway including Thai, Mexican, smokehouse BBQ, plus Canadian pub fare, and to wash it all down there are craft breweries, vineyards, a distillery and even a cidery in the region.

First, we had to get there, though, and cousin Howi, having spent a number of months exploring the area, had some suggestions. There is always the ever-popular Westside Road along Okanagan Lake in order to avoid Kelowna, but we’ve ridden that a number of times. Howi suggested Glenmore, Carrs Landing and Commonage roads as a way to bypass Hwy 97 between Kelowna and Vernon. We’d never been on these curvy little two-lane roads running up the east side of Okanagan Lake and enjoyed the welcome respite from the busy Hwy 97. In addition to the lower traffic volume, another benefit was that we dropped into Vernon just a few blocks from our favorite gelato shop. We first experienced La Carraia Gelateria in Florence, Italy, and soon after that a shop opened in Edmonton. We’ve been regular customers ever since as the product is just as good as in Florence. When we learned that their next cafe would be in Vernon we had to put it on our itinerary. And we weren’t disappointed. Nothing quite like a double scoop on a hot day.

Howi had yet more routing advice for us on our way to Sicamous. Turn west on Hwy 97 north of Vernon and proceed for 18 km before turning north onto Salmon River Road (DH64). He had two recommendations here but couldn’t decide which he liked better – so we did both. After two km we turned west onto Yankee Flats Road (long sweepers) and followed it for 13 km before turning back south again on Salmon River Road (plenty of 30/40 km/h curves plus a couple wooden bridge decks). The extra curves (take your time!) on the Salmon River Road made the return trip a little more challenging and the wooden deck bridges also require additional care and attention. Arriving back at the Yankee Flats Rd intersection we now turned east and headed for Deep Creek Road. In short order we

Big bonus points were up for grabs with a picture at The Last Spike monument.

got to Hwy 97B, which took us to Hwy 1 and on to the Super 8 in Sicamous.

A day trip took us east to grab a picture of The Last Spike monument at Craigellachie, and sneak a peek at the steam locomotive at the Revelstoke Railway Museum. A great diversion from Revelstoke is to take Hwy 23 (DH47) north to the Mica Dam. The trip is about 150 km in each direction as you travel alongside Lake Revelstoke on what used to be the Trans-Canada Highway. Actually not, but before the Trans-Canada was completed over Rogers Pass in 1962 this giant Big Bend Highway loop to the north was the way people travelled between Golden and Revelstoke – and it was time-consuming gravel! The Mica Dam was built once Rogers Pass was opened and the formation of the Kinbasket Lake reservoir flooded the previous eastern portion of the Big Bend loop. There are a couple Recreation Sites beyond the Mica Dam but it is basically a dead-end road; nonetheless, it is a very scenic ride. On our way back to Sicamous we

had a terrific soak at the Crazy Creek Hot Pools Resort.

Another trip took us south along Hwy 97A (DH46) to Enderby where we turned east onto the Enderby Mabel Lake Road (DH65). Even with the DH65 rating this 35 km stretch of pavement was where we encountered the greatest amount of motorcycle traffic. The curvy parts were quite good as we rode along beside the overflowing Shuswap River. And, since it’s a dead-end road, we soon got to enjoy the curvy parts all over again. We jumped on to Hwy 97B (BC must have been running out of numbers as there is also a 97C and 97D!) and made our way to Hwy 1 where we turned west and passed through Salmon Arm to get to the Sunnybrae-Canoe Point Rd.

Eleven kilometres along this sinuous road hugging the north shore of the Salmon Arm of the Shuswap Lake we arrived at Herald Provincial Park. And to clarify that last statement, Shuswap Lake is shaped like a letter H and the four ‘arms’ of the lake are called Shuswap Arm, Seymour Arm, Anstey Arm

Unobstructed views along Eagle Bay Rd.

Crazy Creek Hot Pools Resort is one of the newer places to soak in BC’s interior.

Let’s Ride

Penticton, BC is the perfect hub for a variety of short, medium and full-day rides. In the South Okanagan region of British Columbia, we have some of the best and varied riding opportunities anywhere! From scenic paved roads to well-maintained dirt roads, plan your perfect summer ride!

and Salmon Arm, with the Seymour and Salmon arms sharing names with towns at their ends. We enjoyed the lakeside curves as we headed to Herald Park to pay a visit to Margaret Falls which share their name with my late mother. As with the other area lakes and rivers, the multi-level Margaret Falls were roaring in a wonderful cascade witnessed after a short hike up a narrow valley strewn with fallen trees.

Our final day trip from Sicamous took us 20 km west of Salmon Arm along Hwy 1 where we turned right onto White Lake Rd (DH14). It speaks volumes to the care and attention to detail that the Destination Highways team put into their work that this 14 km road ranks so high on the list. If you’re in the area, just do it.

The White Lake loop dropped us back at Balmoral where we immediately turned right onto the Balmoral Rd for a shortcut to Blind Bay and the junction with the Eagle Bay Rd (DH16). Taking a right here we enjoyed the 18 km ride to Eagle Bay alongside the Shuswap Arm and in the shadows of the large hill on our right, which was welcome as the day was starting to hot up. One very nice thing about Eagle Bay Rd was that it is right beside the water. The views along so many other ‘waterfront’ roads are often obstructed by the waterfront houses. Not so here, and the snow-capped peaks in the distance provided a stunning backdrop to the Shuswap Lake. On our return we continued through the village of Blind Bay to experience the full 28 km of DH16 all the way to Sorrento on Hwy 1.

Having ridden two highly-rated DH routes already it would seem like our day couldn’t get any better but that was soon to be proven untrue. Backtracking nine km on Hwy 1 to Balmoral we pulled in to the Dreamcycle Motorcycle Museum. The Museum, featuring a gift shop, screening room and Sprockets Cafe, has been open since 2012 and houses the collection of owner Mark Lane. The collection is quite eclectic and features bikes such as a 1911 Pierce Arrow (one of twelve known to exist), to World Supersport rider Pere Riba’s 2000 Factory Castrol Honda 600 cc race bike – the last of five built, with the other four having been crushed at the end of the season. An interesting item on display that I have never seen in other motorcycle museums was a chunk of asphalt from Coquitlam’s old Westwood Racing Circuit that closed in 1990. Lane, who takes the time to give personal histories of some of the bikes, also has shop space in the back where he works on bikes that aren’t showroom ready yet. Just before COVID hit Lane started up Canadian Motorcycle Adventures and was looking forward to welcoming paid-up customers who had been waiting up to two years to be able to travel to the region and partake of the tours he has on offer.

All that we experienced made us appreciate our stay in Sicamous and we know, with motorcycle tours, hot pools, great food and good beverages, there really isn’t a good reason to pass this little town by in the future. Maybe some year we’ll rent a houseboat. IM

Dreamcycle Motorcycle Museum at Sorrento, BC

Dreamcycle owner Mark Lane giving a talk about the 1925 BSA 557 H Deluxe.

Hester Creek Estate Winery

Experience true European ambiance at this state-of-the-art Okanagan Valley Winery

Story Courtesy Hester Creek Estate Winery

Made up of seven lakes running north to south, the Okanagan Valley was cut out by glaciers during the last ice age. At the south end of the valley lie the towns of Osoyoos and Oliver which make up the northern tip of the Sonora Desert. The temperatures are extreme, with winter temperatures dipping below zero and summer temperatures reaching 40+ degrees centigrade. These summertime highs make the climate hot and dry, creating the perfect environment for grape growing and wine production.

Nestled in the heart of this region is Hester Creek Estate Winery. The property was first purchased in 1967 by Italian immigrant, Joe Busnardo, who planted the first vines in 1968. In 2004, BC entrepreneur Curt Garland purchased the property and invested state-of-the-art technology into the vineyard and production facility. Inspired by a landscape reminiscent of Tuscany, Garland envisioned his winery as encompassing a true European ambiance, complete with warm hospitality, outstanding wines and fine dining.

Now, in 2023, Curt Garland’s vision is in full bloom thanks to the dedicated staff and loyal guests who have enjoyed all the experiences that Hester Creek has offered over the years. This year, Hester Creek was named Great Northwest Wine Magazine’s British Columbia Winery of the Year for 2023 after winning three platinum medals for their Sémillon, Old Vine Pinot Blanc and 2019 Old Vine Brut.

As Hester Creek has evolved over the years, so has the Okanagan Valley. Each summer, the valley attracts people from all over the world as a destination for wine tasting, fine dining, outdoor activities, and of course, racing up at the Area 27 Motorsports Park. The views from Hester Creek are expansive, taking in rolling vineyards, miles of orchards and the racetrack, which is located just an 11-minute drive from the winery. For those coming to enjoy Area 27, you can plan your day with a track day in the morning, followed by a tasting at the winery, then dine at Terrafina for lunch or dinner.

The winery itself was built into the mountainside, where the earthen roof keeps the cellar cool and is home to the natural flora of the Okanagan. In front, the winery is home to a remarkable tasting room where Wine Shop Manager, Rachel, hosts guests who feel like they’ve been swept away for an afternoon in Italy as they sip their wine and listen to live music while admiring the 50-year-old vines that adorn the property.

A pergola of intertwining vines frames the restaurant, Terrafina. Meaning, “fine earth,” Terrafina provides fine-dining experiences using fresh local ingredients – many of which come from the garden that Chef Adair Scott planted behind the restaurant in 2020. As the seasons change, so does the menu, with Chef and his team curating dishes that pair beautifully with the variety of wines that Hester Creek has to offer.

At the pinnacle of the estate stands The Villa. The six suites that overlook the valley provide some of the best views in Okanagan wine country. Villa manager, Melissa, and her team are the perfect hosts, welcoming you to your stay with a complimentary bottle of Hester Creek wine to enjoy on your private patio. Wake up to a dazzling dawn as the sun crests over the mountains, enjoy a complimentary Signature Tasting in the winery, then dine at Terrafina during the evening.

The wine is what anchors Hester Creek to its legacy. Roots run deep with old vines that produce quality grapes perfect for making award-winning wines. Over the years, Winemaker, Mark Hopley, has honed his skills in crafting an impressive portfolio of sparkling, white, and red wines using Ganimede fermentation tanks and expanding the barrel program to use predominantly French oak. Mark invites you to join one of the winery ambassadors for an Estate Tour and Tasting to learn more about the history of Hester Creek and how the wines are made.IM

(Top) Hester Creek Estate Winery features a restaurant, and a villa with six suites that provide one of the best views in the Okanagan wine county. (Above) For racing fans visiting the Hester Creek Estate, Area 27 Motorsports Park (above) is just an 11-minute drive away from the winery.

WOOD

A.K.A.

Shortly after receiving his copy of Inside Motorcycles my younger brother Warden called to comment on the recent “By any other name” column I’d written about nicknames. “You forgot to tell them about Ragman,” he said laughing, at which point the memories flooded back about the day my little brother (whom I’d taught to ride) became ‘the Ragman.’

A quick aside as I explain that when Ward was about ten years old, I put him on my Honda 160 Scrambler model, a bike that he could reach the controls of but not the ground. I turned up the idle to prevent stalling and sent him on his first motorcycle ride across the pasture while I watched and waited expectantly, knowing full well that if he stalled or crashed I would be picking the Honda up for him and hopefully not from on top of him. Now the Ragman story.

It was in late winter some years back when we were play racing on studded tires on the frozen surface of Kelso Lake near Milton, ON. Scott Webb, Dan Porter and I were mounted on Honda XL250s, Ward was on his XL350 and Brian Strain rode an XR200. The only one amongst us on a real race bike was Rick Gunby aboard a Bultaco that also served as his dirt track steed. Rick was notably faster than the rest of us and was able to dispatch us with ease, essentially playing with us while play racing. On one circulation

Rick came up on Ward rather quickly and his momentum was such that his front wheel made contact with Ward’s rear wheel. Both riders somehow stayed aboard but the collision caused Gunby’s front studded tire to make contact with the back of Warden’s winter coat creating a sizable rip. From the gap in the coat came pieces of felt and fabric flapping in the wind and leaving deposits in its wake. Much to our amusement Ward continued circulating completely unaware of his impending embarrassment. We all had, and continue to have, good laughs after that day – the day that Warden became the Ragman. To give due credit it was Scott Webb who first offered the nickname. I must add that the studs we were using back then were nowhere near as sharp as the ones being used nowadays, nowhere near as dangerous. Protective front fenders are highly recommended and mandatory in organized ice racing for good reason, to prevent the type of mishap that Rick and Ward experienced.

One nickname or a.k.a. (also known as) that I will take credit for is one that I gifted Nova Scotia pro road racer Ron Munroe. It happened at Atlantic Motorsport Park in 2009 at a regional road race put on by the Atlantic Roadrace League. It was the weekend before the CSBK national series was coming to town and a weekend that

Ron Munroe simply beat up the field in the pro class. I was doing the live broadcast and noting that Munroe had taken the holeshot and was extending his lead early while the rest of the pack was tightly grouped in pursuit. I commented that it was like a pack of hounds chasing after a rabbit. Sure enough the rhetoric became Ronnie the Rabbit before race completion and has stuck to this day. It is by the way a nickname that Munroe has embraced to this day, proven by the cartoon rabbit tattoo needled into his right forearm just one week past first utterance.

Munroe ruled the roost at AMP for a long time until, in the first race of 2017 and on the first lap while in his customary ‘rabbit’ role, he crashed, breaking his neck in the process. That put Ron in retirement mode, yet the racer within could not refuse one last dance and he entered the final race of the 2018 season. Having not qualified he was relegated to a last place start, this time the rabbit chasing the hounds. Munroe finished that, his final race, in second place. Munroe continued to mentor other racers at AMP including Lee Hammond who was so thankful of Ron supplying him with an engine side cover that he had a cartoon rabbit engraved into it in thanks and as tribute to, Ronnie the Rabbit.

I remember the first time I met Brett McCormick at Mosport (Canadian Tire Motorsport Park) he was 14 at the time, racing a Honda 125. At one point I asked his dad of Brett’s whereabouts in the park. “He’s out on his bicycle being a kid,” was his response. A few years later he was officially known as The Kid a name given him by Darren James of Ruthless Racing, but time and maturity have erased that. To me, given our age difference he is still The Kid.

Just one more entry and this one notes the name (not nickname) of a dog. The owner of this canine, Dave Buckland, came up with a unique handle for a dog who spends a lot of time at motorcycle racetracks. Honouring one of the greats of our sport, Marc Marquez, the dog’s name is Bark Barkez. IM

A vintage photo of the Ragman in action.

PHOTO COURTESY OF FRANK WOOD.

Maple Ridge Motorsports 20430 Lougheed Hwy Maple Ridge, BC 877-546-6384

mapleridgemotorsports.com

Burnaby Kawasaki 7771 Edmonds St. Burnaby, BC 604-525-9393

burnabykawasaki.com

Fast Track Powersports 3418 Catherine Street Dorchester, ON 519-268-8429

fasttrackpowersports.ca

Grand River Powersports 1264 Colborne St. East Brantford, ON 519-759-8140

grandriverpowersports.ca

Wighty’s Repairs Inc. 122 Huron Rd Hwy 8 Mitchell, ON 519-348-0404

wightysrepairs.com

The Kids Are All Right

There is something special about Canadian racers. Not every Canadian competitor is special, but often these individuals punch well above their weight, given half a chance.

There are ebbs and flows in racing, as the amount of support (money) available swings, and people stay with the sport or decide they have had enough. Some go on to other things, like X Games star Cody Matechuk of Alberta, at one time the rising star on the Canadian road race scene.

Saskatchewan’s Brett McCormick (2011 CSBK champ) and Bodi Edie (two-time Pro Superbike national winner) remain on the periphery, willing to race but not to spend their own money. The fact that these aces are located far from the eastern “centre of racing” doesn’t help, and their unwillingness to lead a less entertaining life in the Montreal-Toronto corridor can’t be ignored – and should be respected.

Of course, new young guns are showing up all the time, and last year Toni Sharpless and her Canadian Mini Superbike series offered up Vincent Lalande, who would have gone straight into CSBK if he was old enough. Instead, the 14-year-old dominated the premier Ohvale Cup, and showed well against the Americans at Barber at the end of last season.

Lalande made his official “big wheel” debut at the Bridgestone Jennings test in March and set the pace on a Speed Factory

Kawasaki Ninja 400. Now 15, Lalande went to the opening CSBK national of 2023 with great expectations, both his own and that of attentive fans.

While it is safe to say the established front runners in the Super Sonic Road Race School Amateur Lightweight Sport Bike class were braced for Lalande’s much-heralded arrival, there was more to come. Much more.

Last year, Jack Beaudry of Manitoba spent the season in the MotoGP development class, the North American Talent Cup. The 15-year-old didn’t get much attention in Canada but placed a very respectable 15th overall in the championship.

With the Aprilia-based Talent Cup controversially cancelled for this season, the Beaudry investment in learning the ropes down south was replaced by a need to continue to showcase his talent. Beaudry’s appearance on a Kawasaki in Lightweight at Shannonville shouldn’t have been a complete surprise.

Beaudry put down a marker, as well as a lap record, in Amateur Lightweight qualifying – half a second ahead of Lalande. In the very wet race, Lalande earned the win after Beaudry slid off early. In the supporting EBC Brakes Pro-AM Lightweight race, 20-yearold Moncton racer Vincent Wilson nabbed first, as both Beaudry and Lalande fell in the miserable conditions.

Sunday offered what everyone involved hopes will be a preview of a terrific season, give or take some tail end drama. In dry conditions, Lalande and Beaudry staged an epic battle, possibly predicting the near future of Canadian Pro competition.

Lalande won by half a second, the two racing side-by-side at times. Beaudry set the fastest lap of the pair, by a margin of .02 seconds. After the finish, the duo

managed to collide while celebrating on the cool off lap – shades of Alex Dumas and Ben Young at Canadian Tire Motorsport Park in 2021!

Wilson was third, three seconds back, but his best lap was more than a second behind the top two – an amazing pace. Credit should also be offered to fourth overall Justin Marshall, a senior official with the Super Sonic Road Race School – the 34-year-old Yamaha stalwart is still instructing Lalande!

Meanwhile, the weekend before the CSBK opener, the MiniSBK tour was at home at Lombardy, just north of Kingston, ON. This was a warm-up for the inaugural mini nationals, starting June 25 in BC.

The focus of this series will be the FIM MiniGP Canada events, where young racers on Ohvale equipment have a shot at representing Canada in November during Valencia’s final 2023 MotoGP World championship event. Putting this together has been a Herculean task for Sharpless, and her various gambles have paid off with official recognition – no easy feat.

Attracting attention was double race winner Lincoln Scott of Calgary, all of ten years old. That a western competitor, at the bottom of the Ohvale Canada Cup entry age bracket, attended and dominated an eastern regional, says much about Scott’s pace and his family’s determination.

Last year, race 1 runner-up Ben Hardwick sometimes pushed Lalande, but he had a Lalande style problem this season – he is now physically larger than most of his likely competition. The 13-year-old Hardwick was busy sorting out a new Ohvale, and fought with another Calgary racer, 13-year-old Treston Morrison.

Michael Galvis led the second race before Scott pushed past, the ten-year-old Galvis hanging on for second. Morrison missed the second Ohvale race after a support event mishap.

So, there is lots of young talent to watch for, if you are wondering what Canadian racers are capable of – and you can still track established stars like CSBK Superbike points leader Dumas, an elderly 20 years old. IM

Shannonville CSBK opener Super Sonic Road Race School Amateur Lightweight Sport Bike podium.

INSIDE TECH

We appreciate it when Inside Motorcycles’ readers write in with a question or two. Here is a good one we thought you might find interesting. So, if you have any questions on your mind, please email it on in and we will do our best to answer it here.

Hi John, I just bought a new to me Ducati Panigale and suspect that it has been crashed. How can I tell if the owner has just replaced the scratched panels intending to cover up any deeper damage? Also, if it has been crashed, how do we know if it is bad enough to be a concern?

Thank you so much for the question! Let’s start with the easy stuff. A quick walk around will show you if there is any scratching or abrasions on the body panels. If you see some oddly placed Monster Energy decals, feel them with your fingers, or gently peel them back to determine if they have been placed to hide any scratches or abrasions in the paint or the panel. Also be suspicious of a wrap. Usually, unless heavily sponsored, the decision to install a wrap is prompted by the more expensive option of repainting or repairing from a crash. Also, remember to look beyond the obvious as a good painter can fix a tank or body panel to escape the casual or even well trained eye looking

By John Sharrard

detecting damage

for a non OEM repaired piece.

Next are the engine covers, mirrors and handlebar ends. It’s pretty hard for a bike to hit the ground and not touch down one of these contact points. If it is a track bike, it may have a set of GBR racing polymer engine covers installed over the OEM covers. These are excellent pieces that cover cosmetic damage and add protection to the engine, but invest the time and remove the four bolts to remove the cover and inspect underneath. You will not remove the whole engine cover doing this or compromise the gasket, as there are more bolts holding the cover in place, so proceed with cautious confidence. Re-torque the bolts when you are done, 72 to 96 in-lb is usually the range if it is an M6 bolt, but best to check the manual. If the engine covers look good, or even if they don’t, let’s look a little deeper.

Remember, we aren’t necessarily going to walk away from the sale if we find crash damage, we just want to establish the honesty of the seller, and the true condition of the bike. At this point, I usually have a seat on the bike and look down at the handlebar or clip-ons to see if everything looks ‘even’ compared to the top triple clamp. Gently sweeping the bar from full left to

full right should yield a nice solid stop before the bars touch the tank. If one clip-on or end of the handlebar comes closer to the fuel tank than the other, it shouldn’t… look closer. The reasons for this could be many, but all of them are not good! If the bike is a sport bike and has clip-on bars (this means the handlebar does not bolt to the top of the top triple clamp, but rather wraps around the fork leg just below it) the bars could be either bent, or just misaligned from their correct location. Many stock clipon bars will have a pin system or locating bolt to safely set the bar to a conservative, repeatable location during assembly at the factory. Check this bolt or pin system to ensure it is located properly, isn’t sheared off and hasn’t taken a hit or twist. If the clip-on is aftermarket, Vortex and Woodcraft are common typical suppliers, they don’t follow the OEM dedicated alignment system and allow you to put it exactly where you want it, but this permits the opportunity for sloppy misalignment more often than not. Clip-ons can be easily changed if they get bent, which is part of their attraction for a competition machine, so inspect carefully. If the handlebar is the conventional one-piece style bolted above the triple clamp, following the bar as it leaves the mount with your eye left to right is good practice and easy to do. The centre of the fork cap should be just visible behind or above the bar equally. Your eye will pick up if the bar is bent forward or back by just following it with your vision from the middle of the bar outward. Often these bars are rubber mounted where they bolt through the top clamp and can take a twist in these mounts after a crash, even a minor get-off. Often, we need to loosen the handlebar clamps around the bar and where they mount to the triple clamp and with a wiggle, they straighten right out, so check that before you contemplate buying a new bar. If you do have reason to remove the bar, you can lay it flat on a table and measure up to the end of the bar to confirm if it is straight as often the many angles from the mounts out to the grip make detecting a bend difficult.

Now, looking below the top triple clamp we really get serious and inspect the steering stop system. The steering stops are simply two raised posts on the lower triple clamp that contact the front of the frame around the steering stem. These posts can be just cast aluminum pins machined flat on one side and tapered on the other, or they can be more elaborate adjustable systems that use a nut and bolt or an eccentric to vary how far the handlebar is allowed to turn left and right. If you move the bar slowly left and right you will see the posts are designed to contact the frame at full right and left bar extension just before your hands smash into the fuel tank. Inspect these posts and where they contact carefully as this will show you clear memory of a hard crash or impact to the front steering system.

A very common issue we see daily is misalignment between the top and bottom triple clamp caused from crashing. Remember the steering stop system is on the bottom triple clamp and the handlebar or clip-ons are mounted either on or near the top triple clamp. So, when a rider falls, even slowly, the handlebar is most often driven backwards until the steering stop gets hit. If the impact is abrupt enough, the bar will twist the upper and lower triple clamp out of alignment and they will stay that way indefinitely until corrected or repaired. Due to the careful finish of the outer fork tubes and the inside of the triple clamps, the fork is very unlikely to ever slide up or down in the clamps, but

it can rotate rather easily in an impact, protecting the fork tubes from bending much like a helmet protects our head in a fall by permitting a controlled amount of movement. We use and sell a glass surface plate we have made up that is essentially perfectly flat to lay across the tubes and the glass will ‘clink’ if the triple clamps are out of alignment even the slightest bit, allowing us to align the clamps perfectly. This care in final alignment, even after a small crash, pays huge dividends in terms of suspension compliance from dramatically reduced friction as well as greatly extending the life of the fork seals, bushings and wipers.

Another quick maintenance trick that both exposes crash damage or just due maintenance is to put the bike up on its centre stand and get a friend to ‘weight’ the back of the bike to wheelie it gently off the front tire. Then with your fingertips sway the handlebar left to right slowly feeling the steering head bearings. There should be only smooth movement without any sticking or notching, and the wheel should have no play front to rear when pulled or pushed at the front axle. If the bike you are testing does not have a centre stand, if you are careful and you trust the side stand you can pull the bike over onto it and perform the same test if your friend can help balance the bike during the process.

At the end of this inspection, if the steering stops are okay or even slightly hit, I will spin the front wheel and look at the rim edge and the rotors to check for any run-out. Your eye can pick up about .010 inch of left/right movement, which is right around acceptable tolerance. As the wheels spin (yes, check the back too) look for any trauma, missing paint or grass stuffed between the tire and the rim which will give you evidence of a hard tumble. If the bike passes all the above tests, there is no guarantee the frame is straight, but you have sure done due diligence to catch most clues that we typically look for to expose crash damage! We hope this helps, and until next time, please send in any questions you may have and we will do our best to answer them! IM

Opposite page: Inspecting your motorcycle’s handlebar, triple clamp and forks can provide an indication of previous crashes or damage.

Above: This is the surface plate we use to check the alignment of the forks after a crash. It helps us realign the triple clamps.

Dumas Grabs 36-point Lead in CSBK Pro Superbike Championship

As the 2023 Bridgestone CSBK season nears its midway point, it is hard to imagine that the final three rounds will be able to top the weather-induced drama and pure racing entertainment that the series has delivered so far this year.

On track action got underway with preseason testing hosted by new series sponsor Bridgestone at Florida’s Jennings GP circuit. While the top of the timing sheets included expected names of Alex Dumas, Ben Young and Trevor Daley, a surprise of the test was the performance of pro rookie Pierre Simard finishing with the fourth quickest time of the test.

Of course, the big story from Jennings GP was 14-time CSBK Champion Jordan Szoke’s return to the top of the timesheets after missing the entire 2022 season due to potentially career-ending injuries sustained in a motocross accident. In addition to silencing anyone who doubted his ability to return to road racing, Szoke’s performance put him squarely in the spotlight as the man to beat when the regular season got underway on May 19.

Following a three-year absence, CSBK returned to Shannonville Motorsport Park for the 2023 season opening round. The Shannonville circuit, located east of Belleville, ON has played an integral role throughout the history of Superbike racing in Canada, including hosting the second-ever national Superbike race in September 1980.

Qualifying in the Pro Superbike class set the stage for a showdown-for-the-ages with the front row occupied by reigning champion Ben Young, 2021 champion Alex Dumas and of course, 14-time champ Szoke. Rounding out the front row was Samuel Guerin who took the holeshot for the lead. However, a first-lap crash by Trevor Daley saw the session red flagged and Dumas jump to the front on the restart. Guerin would eventually overtake Dumas only to crash out, leaving Dumas to pick up the first victory of the season, followed by Young in second and Tomas Casas in third creating a three brand (Suzuki, BMW, Yamaha) podium.

Race 2 on Sunday, saw Guerin grab the holeshot again, but Dumas, who works as an instructor at the SMP track with the FAST Riding school, took the lead before the end of the opening lap and held it to the checkered flag. At the same time that Dumas was cruising to victory, defending champ Young saw his hopes for a victory dashed as issues with bodywork forced him into the pit lane to remove a loose tail section. Young recovered to claim sixth place; however, Dumas was the big winner of the day taking a 23 point lead in the championship standings. In addition to Guerin in second, Jordan Szoke returned to the podium in third place.

CSBK action resumed three weeks later at the Grand Bend Motorplex, with Young grabbing pole with an impressive performance that saw him a full half-second ahead of the next closest racer, local competitor Chris Pletsch. Dumas qualified third, rounding out the front row.

Young’s dominance continued in race 1, where despite Dumas taking the holeshot, Young would regain the lead on the first lap and run at the front for the entire race. Dumas managed to hold off repeated challenges from Guerin to finish second followed by Guerin in third.

Sunday’s race saw weather once again play a factor as a damp track saw multiple riders crash, including Trevor Daley who grabbed the holeshot and Young who was forced to start from the pits on his dry bike after crashing on the warmup lap. While Young would manage an 11th-place finish, the combination of his costly error and Dumas’ victory resulted in a 36-point deficit to Dumas in the championship standings. Pletsch and Trevor Dion joined Dumas on the podium.

Next up the Bridgestone CSBK series heads to Atlantic Motorsport Park in Shubenacadie, NS July 20 to 23 before heading to Canadian Tire Motorsport Park where the feature Superbike class will have three races between August 18 and 20. The 2023 season will return to Shannonville for the final round on September 15-17.

Visit www.csbk.ca for complete results and news from all the CSBK classes. IM

CSBK Pro Superbike championship leader Alex Dumas aboard the Purple Skull Brewing / Liqui Moly / Suzuki Canada GSX-R1000R.

PHOTO COURTESY OF BRIDGESTINE CSBK.

Weather has impacted the fortunes of multiple CSBK racers, including Trevor Daley, seen here in the rain at SMP.

PHOTO COURTESY OF BRIDGESTONE CSBK.

Hart Takes Third at Erzbergrodeo

Trystan Hart continues to forge his place on the world stage of hard enduro.

Coming off a 2022 season that included an undefeated run in the AMA Hard Enduro series, winning the Red Bull TKO and podium finishes at Canada’s Red Bull Outliers and the famed Red Bull Erzbergrodeo, the 2022 AMA Athlete of the year is once again making headlines.

Following a fourth-place finish at the FIM Hard Enduro World Championship season opening Xross Hard Enduro Rally in Serbia, Hart, who plans to run the entire seven event FIM series for 2023, headed to Austria for the 27th edition of the Red Bull Erzbergrodeo. Regarded as the toughest single day enduro on the planet, the 35-kilometre course can defeat even the best riders in the world.

Finishing 13th in the combined prologue results, provided Hart with a front row start for the race, which he used to his advantage to jump into the early lead followed close ly by his KTM teammate and reigning world champion Manuel Lettenbichler. Despite maintaining his lead through the first five checkpoints, Lettenbichler and Billy Bolt moved past Hart relegating him to third place where he would finish the race.

Following the event Hart remained focused on improving his results during the re mainder of the season. “Taking back-to-back podiums is great, and a lot of people would be happy with that, but I’m a little disappointed as I really wanted to finish a little higher this year. I put myself into a really good position early on and was leading for the first 20 minutes or so. I made a few mistakes after that, even taking the wrong route and having to turn around – it’s all those little things that really sap your energy. It was a tough race and overall I’m happy with my riding, but my goal is to be here fighting for the wins with Mani and Billy, so I still need to work on some things and hopefully elevate things a little higher.”

Next up the FIM Hard Enduro World Championship heads to Romania for the Red Bull Romaniacs on July 25 to 29 before bringing Hart home to Canada for the Red Bull Outliers on August 26 to 27.

Visit www.iridehardenduro.com for complete results from the FIM Hard Enduro World Championship along with event and schedule information.

Team Canada ready for ISDE 2023

The Canadian Motorcycle Association has announced the two teams that will represent Canada at the 2023 FIM International Six Days Enduro (ISDE) in San Juan, Argentina from November 6 to 11.

World Trophy Team Women’s World Trophy Team

Philip Chaine, Chesterville, QC

Owen McKill, Vernon, BC

Tyler Medaglia, Brookfield, NS

Jared Stock, Medicine Hat, AB

Kaylie Kayer, Savona, BC

Courtney Schmale, Red Deer, AB

Emma Sharpless, Ottawa, ON

Congratulations to all. We look forward to following your ISDE achievements and know that you will represent our country with pride. IM

Hart and his factory KTM high up in the hills above Austria.

PHOTO COURTESY OF RED BULL CONTENT POOL.

Trevor Dion

2022 CSBK Pro Sport Bike Champion

26-28

May Quinte TT: Shannonville Motorsport Park

30 June -2 July Summer Classic: Calabogie Motorsports Park

25 May Race School: Shannonville Motorsport Park 11-13

August VintageCanadianFestival: Tire Motorsport Park

August VintageCanadianFestival: Tire Motorsport Park

September Grand Prix: Shannonville

1-3 September Grand Prix: Shannonville

1-3

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VRRA Quinte TT Brings Vintage Racing to Shannonville

By Ian McQueen

The Walridge Motors-sponsored Vintage Road Racing Association season opener was favoured with beautiful late-spring weather: clear days and cold evenings. Thursday was added to the usual three-day schedule to run annual Counteract Balancing solo and sidecar racing schools for new competitors. Friday was practice and a two-hour endurance race in the late afternoon, with qualifying sprints on Saturday and final races Sunday. Machines spanned an astounding six decades of production; seven counting the Modern Lightweight invitational.

Racers, too, spanned a few decades: teenagers to octogenarians. Quebec and New York licence plates were common sights in the paddock area. The paddock was active as usual with vendors and spectators mixing with racers and much between-race wrenching. “Old bike” comments aside, a fair bit of that wrenching was taking place on machinery that could look rather new to some. It is true, though that the Period 1 500 class, which represents the 1960’s heyday of riders like Read, Agostini, Hailwood, Duff et al., had a strong entry of seven bikes, only three finishing Sunday’s final race.

In Friday afternoon’s endurance race over 20 teams showed a variety of strategies for rider changes and fuel stops, from casual to very quick, choreographed blink-and-you-missed moves. The winning strategy is usually a single rider change combined with fuel from a (legal) dump can. That is a test of stamina, though; the winning team travelled over 236 racing miles in the two hours. VRRA sprint racing often features combined classes: larger-displacement bikes of an earlier era on track with smaller, newer bikes whose later engine, brake and suspension technology may give them similar lap times; for example, Period 2 Middleweight (to 1976) and Period 3 Lightweight (to 1982). Different colour number plates identify the classes, and close battles often take place between riders that aren’t (technically) competing with each other. An example would be the 0.3 seconds separating Stacey Nesbitt and Todd Ruston, first place in Modern Lightweight and second place in Period 3 Middleweight. Riders can enter the same bike in different classes through “bumping” – run a 500 cc bike in the Open class and compete against larger-displacement machines or run a Period 2 bike in Period 3 and compete against newer technology. The newest, largest bikes obviously would not have a “bump” class within the system, so the club has a Vintage Open run-what-you-brung class to give riders of newer bikes the same opportunity. There are a lot of entrants in Vintage Open, as you might expect, actually making for larger grids than allowed at tracks and a big difference in lap times what with fast riders on slow bikes, etc. The solution to that is to run two classes based on lap times: Vintage Open Senior and Vintage Open Junior. Heard on the track safety radio channel: Marshall No. 1: “What’s the difference between Senior and Junior, anyway?” Marshall No. 2: “The Seniors are wearing Depends!” Smartass. Although possibly not a bad idea for a one-hour stint on an endurance bike…

VRRA’s next events are the Westex Coatings Summer Classic at Calabogie Motorsports Park’s mini-Nurburgring track June 30 to July 2, featuring a three-hour endurance race on the Friday. The HB Cycle Vintage Festival will be held August 11 to 13 at Canadian Tire Motorsport Park. The Vintage Festival, held at the site of Canada’s Mosport Motorcycle Grand Prix, Formula One, Can-Am and other world-class events, has grown to be an international attraction. Aside from close racing and exotic motorcycles, there is to be on-site camping, live music Saturday night, a display and swap meet by the Canadian Vintage Motorcycle Group as well as the Vincent Owners Group annual meeting. Vintage motorcycle racing’s famed Team Obsolete has been invited, with Dave Roper to race and founder Rob Iannucci celebrating a birthday by bringing a surprise rare motorcycle or two from his collection for parade laps. Last year’s treats were an MV Agusta and AJS Porcupine. The VRRA season closes September 1 to 3 at Shannonville. Visit www.vrra.ca for more details and results. IM

Don’t let the word “vintage” fool you. When the flag drops the racing gets serious in the VRRA. PHOTO BY DEVIN GOHEEN.

VRRA 2023 Quinte TT Results

Pre-50

1st: Eric Pritchard

Pre-65 350

1st: Eric Pritchard

Pre-65 500

1st: David King

2nd: Ian McQueen

Period 1 200

1st: Genevieve Perreault

Period 1 250

1st: Eric Pritchard

2nd: Stan Nicholson

3rd: Tyler Emer

Period 1 350

by GoFast Innovations

1st: Chris Carmichael

2nd: Bill Van Leeuwen

3rd: Cameron Stevenson

Period 1 500

1st: Paul Brubaker

2nd: Ian McQueen

3rd: Joe Baker

Period 1 Open

1st: Paul Brubaker

2nd: Ian McQueen

3rd: Joe Baker

Period 2 Lightweight

1st: Jason Porter

2nd: Stan Nicholson

3rd: Bill Van Leeuwen

Period 2 Middleweight

1st: Jason Porter

2nd: Glenn Holdbrook

3rd: Chris Marshall

Period 2 Heavyweight

1st: Glenn Holdbrook

2nd: Marc Halpern

3rd: Chris Marshall

Period 3 Lightweight by West City Powersports

1st: Bill Quail

2nd: Kevin Renshaw

3rd: Rob Massicotte

Period 3 Middleweight by Tactical Products Canada

1st: Kevin Renshaw

2nd: Rodd Ruston

3rd: Bill Quail

Period 3 Heavyweight by Tactical Products Canada

1st: Michael MacNeil

2nd: Scott McVicker

3rd: Paul Massingberd

Period 4-F3

1st: Jonathan Vailancourt

2nd: Chris Fehr

3rd: Ravo Lainevool

Period 4-F2 by Woody’s Cycle

1st: Ravo Lainevool

2nd: Glenn Holdbrook

3rd: Samuel Brousseau

Period 4-F1 by Woody’s Cycle

1st: Norm Murphy

2nd: Michael MacNeil

3rd: David Percival

Period 5-F2

1st: Chris Fehr

2nd: Zachary Edwards

3rd: Andrew Cooney

Period 5-F1 by Ripple Rock

Racers

1st: William Deragon

2nd: Chris Fehr

3rd: Andrew Cooney

Vintage Open - Junior

1st: Zaim Laflamme

2nd: Stacey Nesbitt

3rd: Ravo Lainevool

Vintage Open - Senior

1st: Rob Massicotte

2nd: Michael MacNeil

3rd: Andrew Cooney

Sidecar-Period 2

1st: Joe Soles

2nd: Jason Fitch

3rd: Dave Minnett

Sidecar-Period 3

1st: Leslie Skinner

2nd: Vic Smith

3rd: Bill Quail

Sidecar-SRA

1st: Michael Vinten

2nd: Steve Fletcher

3rd: Wayne Walsh

Modern Lightweight

1st: Stacey Nesbitt

2nd: Vincent Thomas Wilson

3rd: Zaim Laflamme

Endurance Lightweight

1st: Team Kawi

2nd: RPM and Associates

3rd: Cousin

Endurance Middleweight

1st: Ludicrous Speed

2nd: On The Verge

3rd: Bad To The Bone

Endurance Heavyweight

1st: BAKMEA

2nd: Buddha Racing

3rd: Plater Racing

Endurance Modern Middleweight

1st: Wasted Wages

2nd: Shouldercheck 2.0

Teamwork makes the dream work.

PHOTO BY: DEVIN GOHEEN

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ROBERTO GALLINA’S 800 SUPERMONO AND MARK LAWES

By Graham Clayton

In the latter half of the 1980s interest in road racing larger displacement four-stroke singles grew in both Japan and western Europe. Japan’s ‘Big Four’ along with various European bike manufacturers had begun introducing new single-cylinder models for both street and off-road use. Relatively inexpensive to buy and modify for racing according to the technical rules stipulated by various race sanctioning bodies in Asia and Europe, and typically good for a full season of racing without a major engine rebuild, such machines were an affordable alternative to the full-on GP or Superbike racing of the day.

The popularity of such racing grew quickly, albeit not so much in North America. Initially many such racing classes involved little more than modest engine and chassis upgrades of stock machines. The resulting racing was often close, entertaining and attracted growing grids. Out of that and at the other end of the ‘big singles racing spectrum’ came classes for GP-type specials.

The first of these were regional or national level ‘Sound of Singles’ type racing series. Then in the early 1990s came the

so-called Supermono racing series for engines displacing up to 800 cc.

Supermono became a hotbed for innovative racing machinery, some of which shoehorned big single engines into lightweight GP frames or GP replica frames. Many others were scratchbuilt privateer specials or else the product of a cottage industry of small frame-building and dedicated performance and race shops. These outlets supplied GP-level frame kits and bodywork, racing suspension, wheels, brakes, engine-upgrades and custom exhaust systems, etc. Some smaller bike manufacturers such as Ducati and MuZ also built and sold small quantities of production road racers designated as Supermonos.

One small volume builder of such racers was Roberto Gallina, a former road racer and very successful 500 GP team owner-manager. Team Gallina twice won the FIM 500 GP World Championship for Suzuki with Italian stars Marco Lucchinelli in 1981 and Franco Uncini in 1982. Gallina moved on from that to become a motorcycle designer and developer in his own race shop in La Spezia, Italy. He was one of few race bike builders to recognize the potential of Suzuki’s DR800 Big as a suitable

engine to power a Supermono racer.

The very first DR800 Supermono racer builder was built by Italian race engineer Gaetano Bursi who by 1990 had modified a DR800 motor for use in a Diegi Golinelli-built twin beam aluminum frame. This bike promised to be a real goer. Bursi, however, was lured away by Bimota to work on their troubled two-stroke 500 GP twin, so he sold his Supermono to Gallina who continued development of the bike.

The engine modifications made by Gallina transformed the 105 x 90 mm single. Initially Gallina retained the stock bore and stroke for a swept volume of 779.3 cc, but later upped the bore to 106 mm boosting the displacement to 794.2 cc. The engine crankshaft and conrod were both lightened, and special two ring racing pistons were developed for both bore sizes. The cylinder head was ported and polished and shaved to raise the compression ratio to 11:1. The bike’s four-valve head was fitted with 2 mm oversize intake and exhaust valves, custom racing valve springs and a one-off racing cam, driven by a specially modified Regina cam chain. The big single breathed in through a pair of 40 mm Mikuni flat-side carbs and out via a freer breathing racing exhaust.

Gallina’s engine modifications boosted the rear wheel horsepower to 72 horsepower at 8,300 rpm, a 65 percent power increase over stock with a peak rev gain of 1,300 rpm. The final engine mod was the replacement of the stock Suzuki five-speed transmission with a special six-speed close ratio racing gearbox. The bike’s running gear included an inverted Kayaba front fork and Ohlins rear shock, twin Brembo 285.5 mm (11.4 inch) front disc brakes and a smaller single rear disc unit, all rolling on three-spoke mag wheels. The complete bike had a dry weight of about 95 kg (209 lb) and a 1,360 mm (53.5 in) wheelbase, and with over 70 hp at the rear wheel had to be capable of doing well over 210 km/h (130 mph).

In July of 1991 Gallina’s 19-year-old son Miki raced the 800 in an International Sound of Singles race held at Monza and won ahead of a field of top European riders and bikes. Top British moto journalist Alan Cathcart was able to get some track time on the bike at Monza and was awed by its power and acceleration, but less so by its brakes. Cathcart ended up buying the bike at the end of the season and raced it in 1992 winning at Mettet, Belgium and at Carole in France. His race winning average speed of 155.5 km/h (97 mph) at Mettet was the fastest for a singles race back then. Such results prompted Ducati to supply Cathcart with one of its new for 1993 550 cc Supermono road racers. By then Roberto Gallina was producing both street and racer versions of the 800, now designated as the Moto Gallina TGA-6 and TGA-6R.

Cathcart held onto the Gallina as a backup bike but found the new Ducati to be both fast and reliable. Consequently, the Moto Gallina 800 languished in Cathcart’s garage up to the spring of 1997 when it was purchased by British racer Chris Lillington-Price. Chris raced the bike in BMCRC club (a.k.a. Bemsee) events that summer, but in a September race at Silverstone he suffered a massive engine failure. Eventually this was attributed to running the bike on high octane pump gasoline whereas Gallina had run the bike on avgas to avoid severe detonation problems. Those problems had led to a melted piston and cylinder head at Silverstone.

It’s at this point in the story that Chris met up with Mark Lawes, a CNC machinist who rebuilt the 800’s engine and

Opposite page: Moto Gallina 800 Supermono, three-time British ACU Supermono Champion, with the No.1 in white on a black background signifying an air-cooled motor (the water-cooled Supermonos had yellow numbers on a black background).

Above: The Moto Gallina 800 Supermono (No. 34F) that Brit Mark Lawes raced to victory at Daytona in the 2003 AHRMA Supermono race nose-tonose with a Ducati Supermono (No. 19F) that Chris Lillingstone-Price rode finishing second behind Mark. Chris was the owner of both bikes.

developed a new cylinder head for it with improved downdraft. Chris found that the bike had more power than before, but over the season it began losing power. This was caused by wear on the bike’s original Gallina camshaft lobes that no longer fully opened the valves.

Over the following two years Chris and Mark worked steadily to further develop the Gallina engine. The original cylinder liner was replaced by a nikasil plated aluminum liner. New engine components included an Omega 106 mm slipper piston, an Arrow conrod, a Megacycle cam from the US, and even larger valves custom made by the British firm Reids. Mark even produced a new cylinder head with even more downdraft that was fitted with twin 39 mm Keihin carbs. He also modified the ignition timing to make it fully adjustable. After many hours of learning about exhaust systems Chris designed a new one for the Gallina that was fabricated by Mark Hill of MHP. After all this was done the engine developed a healthy 83 hp. No changes

were made to the chassis except for the adoption of lightweight Marchesini fivespoke mag wheels.

In 2002 Chris raced the Gallina in three British ACU Supermono championship races winning two and coming second in the other. He then decided that Mark, an accomplished racer himself, should take over racing the 800 starting with the ACU Supermono race at Donington Park, which was also the first round of the FIM/ESA European Supermono Cup championship. Mark won both races and went on to prevail in a hard-fought season as both the British and European Supermono Champion.

The 2003 racing season started off for Chris and Mark with a trip to Daytona for the AHRMA nationals that preceded the Daytona 200 weekend. Both Chris and Mark entered the Super Mono 1 class, Chris on his 572 cc Ducati Supermono and Mark on the Gallina. It was there that this writer first saw a Gallina TGA-6R Supermono. From the front it looked like a 250 GP bike, but then I saw its four-stroke exhaust canister. When I eventually met Chris, he told me about the bike. He asked me if I had ever seen a single that could out accelerate most 1,000 cc twins. When I answered no he said, “Now you have. Just watch Mark

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FFUN Motorcycle Company -Saskatoon, SK

Tel: (306) 934-5390

Headingley Sport Shop - Headingley, MB

Tel: (204) 889-5377

in the race.” I did, and he was right. The Gallina accelerated hard out of corners, and had decent lower end power, but was happiest and rapid at between 5,000 and 8,300 rpm. Mark won the Daytona race with Chris the runner-up.

In 2003 and 2004 Mark Lawes again won the British ACU Supermono Championship and in the Supermono Euro Cup series was runner-up to Benny Jerzenbeck (Pami GRC-BMW) in 2003 and third behind Benny in 2004.

By 2005 the British ACU Supermono Championship had two classes that raced together, namely for water-cooled and for air-cooled Supermonos. Lawes won the final race of the year becoming the air-cooled champion, while water-cooled Supermono champion Mark George (KTM 610) finished second in the race but first overall in the series. After that Chris Lillingston-Price sold his Gallina 800 to a doctor who raced it in the UK. By then Chris had moved on to road racing vintage cars.

Mark Lawes had opted to race a GRC-BMW Supermono in the 2005 Euro Cup series and finished fifth in the championship. He would go on to win three successive Supermono Euro Cup Championships for BMW in 2006, 2007 and 2008. IM

BMW Motorrad Barrie - Barrie, ON

Tel: (705) 881-1420

Budds’ Motorrad - Oakville, ON

Tel: (905) 845-3577

BMW Toronto - Toronto, ON

Tel: (416) 623-4269

Maranello BMW Motorrad - Woodbridge, ON

Tel: (416) 213-5699

GP Bikes - Whitby, ON

Tel: (905) 428-8983

Wolf BMW - London, ON

Tel: (519) 951-9482

Ottawa Motorrad - Ottawa, ON

Tel: (613) 731-9071

Gabriel BMW Moto - Montréal, QC

Tel: (514) 712-7777

Moto Vanier - Québec, QC

Tel: (418) 527-6907

Estrie BMW - Sherbrooke, QC

Tel: (819) 821-3595

Carrier BMW - Drummondville, QC

Tel: (819) 395-2464

Nadon BMW - St-Eustache, QC

Tel: (450) 473-2381

Rallye Motoplex - Dieppe, NB

Tel: (506) 383-1022

Rallye Motoplex NS - Halifax, NS

Tel: (800) 572-5593

Avalon Motorrad - St John’s, NL

Tel: (709) 726-6500

Mark Lawes on his way to another race win in the UK astride the Moto Gallina 800 Supermono.

We can all Explore beyond

Sit back and enjoy more of the road on a 2023 Can-Am Spyder F3. When convenience meets performance, we can all feel the feels. We can all ride.

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